Air intake system for a vehicle

ABSTRACT

An air intake system for a vehicle has a conduit having an internal wall forming an air passage. A deflector is disposed within the air passage. A restricting structure is disposed within the air passage between the deflector and a conduit outlet. The restricting structure defines at least in part an opening substantially laterally aligned with the deflector. The restricting structure has a lateral wall disposed downstream of the deflector and extending within the air passage. The lateral wall has a front surface generally facing a conduit inlet, and a plurality of surface-increasing features provided on the front surface. Each of the surface-increasing features has a length of at least 1 mm measured from the front surface in a direction normal thereto. An air intake system having a collector connected to the deflector and positioned to collect at least some moisture from air flowing past the deflector is also described.

CROSS-REFERENCE

The present application is a divisional of U.S. patent application Ser.No. 16/564,992, filed Sep. 9, 2019, which claims priority to U.S.Provisional Patent Application No. 62/728,735, filed Sep. 7, 2018, theentirety of each of which is incorporated herein by reference.

FIELD OF TECHNOLOGY

The present technology relates to air intake systems for vehicles.

BACKGROUND

Vehicles that include an internal combustion engine and a continuouslyvariable transmission (CVT) typically require air flow to both theengine and the CVT. Notably, the engine requires air for performingcombustion of fuel, while the CVT requires air for cooling itscomponents (e.g., a fiber-reinforced rubber belt). However, providing anair intake system for each of the engine and the CVT can be challenginggiven the usually limited space available for such air intake systems,particularly in on-road straddle seat vehicles. Moreover, engines withhigher power require an increased volumetric flow rate of air both forcombustion and CVT cooling and thus efficient air intake systems for theengine and the CVT are desirable.

An additional consideration for such air intake systems is moisturemanagement. Notably, excessive moisture in the air fed to the engineand/or the CVT can negatively affect the vehicle's performance. Forinstance, in the case of the engine, the combustion process in thecombustion chamber(s) of the engine can be detrimentally affected by thepresence of excessive moisture. Similarly, excessive moisture can causeslippage between the pulleys and the belt of the CVT. To that end,conventional air intake systems often implement a tortuous path to causeair flowing therein to release some moisture, and/or an airbox forcollecting moisture therein. However, such solutions typically require asignificant amount of space which is not available in all vehicles. Someconventional air intake systems have a filter to catch debris andimpurities before entry into the engine or CVT and may catch waterdroplets. However, moisture can damage such filters and compromise theirability to block impurities as they are typically designed to preventthe flow of debris and impurities and not for water removal.

There is thus a need for a vehicle with efficient yet compact engine andCVT air intake systems with improve moisture management.

SUMMARY

It is an object of the present technology to ameliorate at least some ofthe inconveniences mentioned above.

In accordance with one aspect of the present technology, there isprovided an air intake system for a vehicle. The air intake systemincludes: a conduit comprising an internal wall forming an air passage,the conduit defining a conduit inlet for receiving air into the airpassage and a conduit outlet for discharging air from the air passage; adeflector connected to the conduit and disposed within the air passage;and a restricting structure disposed within the air passage between thedeflector and the conduit outlet, the restricting structure defining atleast in part an opening substantially laterally aligned with thedeflector. The restricting structure includes a lateral wall disposeddownstream of the deflector and extending within the air passage. Thelateral wall has: a front surface generally facing the conduit inlet;and a plurality of surface-increasing features provided on the frontsurface. Each of the surface-increasing features has a length of atleast 1 mm measured from the front surface in a direction normal to thefront surface.

In some implementations, the lateral wall extends substantiallyperpendicular to the direction of air flow entering the conduit inlet.

In some implementations, the surface-increasing features are recessesextending from the front surface into the lateral wall. The length ofeach of the surface-increasing features corresponds to a depth of eachof the recesses measured from the front surface in the direction normalto the front surface.

In some implementations, the surface-increasing features are projectionsextending from the front surface.

In some implementations, the projections are arranged in a uniformpattern.

In some implementations, at least some of the projections have ahemispherical shape.

In some implementations, the at least some of the projections have adiameter between 2 mm and 10 mm inclusively.

In some implementations, at least some of the projections are generallyconical.

In some implementations, at least some of the projections form ridgesextending generally vertically.

In some implementations, the ridges have a generally sinusoidal shape.

In some implementations, laterally-adjacent ones of the ridges define achannel therebetween.

In some implementations, the laterally-adjacent ones of the ridges havedifferent lengths.

In some implementations, the length of each of the surface-increasingfeatures is between 1 mm and 20 mm inclusively.

In some implementations, the length of each of the surface-increasingfeatures is between 2 mm and 10 mm inclusively.

In some implementations, at least 30% of the front surface is covered bythe projections.

In some implementations, the lateral wall surrounds the opening of therestricting structure.

In some implementations, the lateral wall is straight.

In some implementations, the restricting structure is affixed to thedeflector.

In some implementations, a ratio of a width of the opening over a widthof the deflector is between 0.8 and 1.5 inclusively.

In some implementations, the restricting structure also includes aperipheral wall defining the opening, the peripheral wall extendinggenerally normal to the lateral wall. The peripheral wall extendsforwardly of the front surface of the lateral wall.

In some implementations, the peripheral wall extends rearwardly of thelateral wall.

In some implementations, during use of the air intake system, at leastsome air flows sequentially: into the conduit inlet; past the deflectorto be deflected laterally away from the opening; laterally inward towardthe opening downstream of the deflector; into the opening; and into theconduit outlet.

In some implementations, the air intake system also includes a filterdisposed between the restricting structure and the conduit outlet.

In some implementations, the conduit comprises at least one drainagehole disposed between the conduit inlet and the lateral wall.

In some implementations, a vehicle includes the air intake system.

In accordance with another aspect of the present technology, there isprovided a vehicle. The vehicle includes: a frame; a plurality ofground-engaging members; a steering assembly operatively connected to atleast one ground-engaging member of the plurality of ground-engagingmembers for steering the vehicle; at least one of: an internalcombustion engine supported by the frame, the engine defining an engineair inlet for receiving air therein; and a continuously variabletransmission (CVT) operatively connecting the engine to at least one ofthe plurality of ground-engaging members, the CVT defining a CVT airinlet for receiving air therein; and an air intake system fluidlycommunicating with the at least one of: (i) the engine air inlet forproviding air to the engine, or (ii) the CVT air inlet for providing airto the CVT. The air intake system includes: a conduit comprising aninternal wall forming an air passage, the conduit defining a conduitinlet for receiving air into the air passage and a conduit outlet fordischarging air from the air passage; a deflector connected to theconduit and disposed within the air passage; and a restricting structuredisposed within the air passage between the deflector and the conduitoutlet, the restricting structure defining at least in part an openingsubstantially laterally aligned with the deflector. The restrictingstructure includes a lateral wall disposed downstream of the deflectorand extending within the air passage. The lateral wall has a frontsurface generally facing the conduit inlet, and a plurality ofsurface-increasing features provided on the front surface. Each of thesurface-increasing features has a length of at least 1 mm measured fromthe front surface in a direction normal to the front surface.

In some implementations, the conduit inlet faces generally forwardly.

In some implementations, during use of the vehicle, at least some airflows sequentially: into the conduit inlet; past the deflector to bedeflected laterally away from the opening; laterally inward toward theopening downstream of the deflector; into the opening; and into theconduit outlet.

In accordance with another aspect of the present technology, there isprovided an air intake system for a vehicle. The air intake systemincludes: a conduit comprising an internal wall forming an air passage,the internal wall having a top, a bottom, a first lateral side and asecond lateral side, the conduit defining a conduit inlet for receivingair into the air passage and a conduit outlet for discharging air fromthe air passage; a deflector connected to the conduit and disposedwithin the air passage, the deflector having a convex surface facing theconduit inlet, the deflector having a first lateral end and a secondlateral end, the first lateral end being spaced apart from the firstlateral side of the internal wall, the first lateral end being closer tothe first lateral side than the second lateral side; and a collectorconnected to the deflector and positioned to collect at least somemoisture from air flowing past the deflector. The collector defines achannel extending generally vertically. The channel is defined by: acollection surface generally facing the conduit inlet, at least part ofthe collection surface extending laterally from the first lateral end ofthe deflector towards the first lateral side of the internal wall; and alimiting surface extending from the collection surface towards theconduit inlet, the collection surface being at least partially laterallybetween the limiting surface and the first lateral end of the deflector.

In some implementations, the collection surface of the collector isplanar.

In some implementations, the collection surface extends from the top tothe bottom of the deflector.

In some implementations, the limiting surface is substantiallyperpendicular to the collection surface.

In some implementations, the deflector has a concave surface oppositethe convex surface.

In some implementations, the collector is fastened to the deflector.

In some implementations, at least part of the collector is disposedlongitudinally between the deflector and the conduit outlet.

In some implementations, the collector is made integrally with thedeflector.

In some implementations, the deflector is made integrally with theconduit.

In some implementations, a ratio of a width of the collection surfaceover a width of the convex surface is between 0.8 and 1.2 inclusively.

In some implementations, the second lateral end is spaced apart from thesecond lateral side of the internal wall.

In some implementations, the deflector extends from the top to thebottom of the internal wall.

In some implementations, the first lateral end of the deflector is afirst lateral end of the convex surface and the second lateral end ofthe deflector is a second lateral end of the convex surface.

In some implementations, the channel is a first channel; the collectionsurface is a first collection surface; the limiting surface is a firstlimiting surface; the collector defines a second channel extendinggenerally vertically; and the second channel is defined by: a secondcollection surface generally facing the conduit inlet, at least part ofthe second collection surface extending laterally from the secondlateral end of the deflector towards the second lateral side of theinternal wall; and a second limiting surface extending from the secondcollection surface towards the conduit inlet, the second collectionsurface being at least partially laterally between the second limitingsurface and the second lateral end of the deflector.

In some implementations, the collector has an intermediate portionextending laterally between the first channel and the second channel;and the intermediate portion of the collector is fastened to thedeflector.

In some implementations, the air intake system also includes a filterdisposed longitudinally between the collector and the conduit outlet.

In some implementations, the conduit includes at least one drainage holefor draining moisture collected by the collector from the air passage.

In some implementations, the air intake system also includes a lateralwall disposed downstream of the deflector and extending within the airpassage, the lateral wall defining at least in part an openingsubstantially laterally aligned with the deflector.

In some implementations, a vehicle includes the air intake system.

In accordance with another aspect of the present technology, there isprovided a vehicle. The vehicle includes a frame; a plurality ofground-engaging members; a steering assembly operatively connected to atleast one ground-engaging member of the plurality of ground-engagingmembers for steering the vehicle; at least one of: an internalcombustion engine supported by the frame, the engine defining an engineair inlet for receiving air therein; and a continuously variabletransmission (CVT) operatively connecting the engine to at least one ofthe plurality of ground-engaging members, the CVT defining a CVT airinlet for receiving air therein; and an air intake system fluidlycommunicating with the at least one of: (i) the engine air inlet forproviding air to the engine, or (ii) the CVT air inlet for providing airto the CVT. The air intake system includes: a conduit comprising aninternal wall forming an air passage, the internal wall having a top, abottom, a left side and a right side, the conduit defining a conduitinlet for receiving air into the air passage and a conduit outlet fordischarging air from the air passage; a deflector connected to theconduit and disposed within the air passage, the deflector having aconvex surface facing the conduit inlet, the deflector having a left endand a right end, at least one of the left and right ends of thedeflector being spaced apart from a corresponding one of the left andright sides of the internal wall; and a collector connected to thedeflector and positioned to collect at least some moisture from airflowing past the deflector. The collector defines a channel extendinggenerally vertically, the channel being defined by: a collection surfacegenerally facing the conduit inlet, at least part of the collectionsurface extending laterally from the at least one of the left and rightends of the deflector towards the corresponding one of the left andright sides of the internal wall; and a limiting surface extendingforwardly from the collection surface towards the conduit inlet, thecollection surface being at least partially laterally between thelimiting surface and the at least one of the left and right ends of thedeflector.

In some implementations, the conduit inlet faces generally forwardly.

For the purpose of this application, terms related to spatialorientation such as downwardly, rearward, forward, front, rear, left,right, above and below are as they would normally be understood by adriver of the vehicle sitting thereon in an upright position with thevehicle in a straight ahead orientation (i.e. not steered left orright), and in an upright position (i.e. not tilted).

Implementations of the present technology each have at least one of theabove-mentioned object and/or aspects, but do not necessarily have allof them. It should be understood that some aspects of the presenttechnology that have resulted from attempting to attain theabove-mentioned object may not satisfy this object and/or may satisfyother objects not specifically recited herein.

Additional and/or alternative features, aspects, and advantages ofimplementations of the present technology will become apparent from thefollowing description, the accompanying drawings, and the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present technology, as well as otheraspects and further features thereof, reference is made to the followingdescription which is to be used in conjunction with the accompanyingdrawings, where:

FIG. 1A is a perspective view, taken from a front, top and right side,of a three-wheeled straddle-seat vehicle in accordance with oneimplementation of the present technology with the fairings thereof beingremoved for clarity;

FIG. 1B is a left side elevation view of the vehicle of FIG. 1A;

FIG. 1C is a right side elevation view of the vehicle of FIG. 1A;

FIG. 1D is a front elevation view of the vehicle of FIG. 1A;

FIG. 1E is a top plan view of the vehicle of FIG. 1A;

FIG. 1F is a rear elevation view of the vehicle of FIG. 1A;

FIG. 1G is a bottom plan view of the vehicle of FIG. 1A;

FIG. 1H is a close-up top plan view of a front portion of the vehicle ofFIG. 1A;

FIG. 2A is a perspective view, taken from a front, top and right side,of the vehicle frame, front and rear wheels, front suspensionassemblies, and steering assembly of the vehicle of FIG. 1A;

FIG. 2B is a front plan view of the vehicle frame, front and rearwheels, front suspension assemblies, and steering assembly of FIG. 2A;

FIG. 3A is a perspective view, taken from a rear, top and right side, ofthe vehicle frame of FIG. 2A shown in isolation;

FIG. 3B is a left side elevation view of the vehicle frame of FIG. 3A;

FIG. 3C is a front elevation view of the vehicle frame of FIG. 3A;

FIG. 3D is a top plan view of the vehicle frame of FIG. 3A;

FIG. 4A is a left side elevation view of the powertrain, engine mountingassemblies, and rear wheel of the vehicle of FIG. 1A;

FIG. 4B is a top plan view of the powertrain, engine mountingassemblies, and rear wheel of FIG. 4A;

FIG. 4C is a front elevation view of the powertrain and rear wheel ofFIG. 4A;

FIG. 5A is a top plan view of a portion of the powertrain of FIG. 4Ashowing the engine, engine output shaft, transfer case and continuouslyvariable transmission (CVT) of the powertrain of FIG. 4A with the CVThousing being removed for clarity;

FIG. 5B is a rear elevation view of the powertrain portion of FIG. 5A;

FIG. 5C is an exploded perspective view, taken from a rear, top and leftside, of the powertrain portion of FIG. 5A;

FIG. 5D is right side elevation view of the powertrain portion of FIG.5A;

FIG. 5E is a schematic front elevation view of the transfer case, CVT,gear selection assembly and driveshaft of the powertrain of FIG. 4A;

FIG. 6A is a is a perspective view, taken from a front, top and rightside, of another three-wheeled straddle-seat vehicle in accordance withan implementation of the present technology with the fairings thereofbeing removed for clarity;

FIG. 6B is a front elevation view of the vehicle of FIG. 6A;

FIG. 7A is a top plan view of the vehicle of FIG. 6A with a portion ofthe steering assembly being removed for clarity;

FIG. 7B is a close-up top plan view of the front portion of the vehicleof FIG. 7A;

FIG. 8A is right side elevation view of the vehicle of FIG. 6A with theright front wheel, steering assembly and the front left and rightsuspension assemblies being removed for clarity;

FIG. 8B is left side elevation view of the vehicle of FIG.6A with theleft front wheel, steering assembly and the front left and rightsuspension assemblies being removed for clarity;

FIG. 9A is a left side elevation view of the powertrain, engine mountingassemblies, and rear wheel of the vehicle of FIG. 6A;

FIG. 9B is a top plan view of the powertrain, engine mountingassemblies, and rear wheel of FIG. 9A;

FIG. 10A is a close-up perspective view, taken from a front, top andright side, of a portion of the vehicle of FIG. 1A showing the mountingof the engine and transmission assembly to the vehicle frame;

FIG. 10B is a close-up perspective view, taken from a front, top andright side, of a portion of the vehicle of FIG. 6A showing the mountingof the engine to the vehicle frame;

FIG. 11A is a perspective view, taken from a rear, top and right side,of the seat, fuel tank, CVT, a CVT air conduit and an engine air conduitof the vehicle of FIG. 1A;

FIG. 11B is a left side elevation view of the seat, fuel tank, CVT, CVTair conduit and engine air conduit of FIG. 11A;

FIG. 11C is a top plan view of the seat, fuel tank, CVT, CVT air conduitand engine air conduit of FIG. 11A;

FIG. 11D is a front elevation view of the seat, fuel tank, CVT, CVT airconduit and engine air conduit of FIG. 11A;

FIG. 11E is a cross-sectional view of the seat, fuel tank, CVT, CVT airconduit and engine air conduit of FIG. 11A, taken along the line A-A ofFIG. 11B;

FIG. 11F is a cross-sectional view of the seat, fuel tank, CVT, CVT airconduit and engine air conduit of FIG. 11A, taken along the line B-B ofFIG. 11B;

FIG. 11G is a cross-sectional view of the seat, fuel tank, CVT, CVT airconduit and engine air conduit of FIG. 11A, taken along the line B-B ofFIG. 11B with another implementation of the CVT housing;

FIG. 12 is a perspective view, taken from a front, top and left side ofan alternative implementation of the vehicle of FIG. 1 equipped with aCVT air intake system and an engine air intake system;

FIG. 13 is a left side elevation view of the vehicle of FIG. 12;

FIG. 14 is a top plan view of the vehicle of FIG. 12;

FIG. 15 is a perspective view, taken from a front, top and right side ofthe vehicle of FIG. 12 with certain panel members removed to expose theengine and other internal components of the vehicle;

FIG. 16 is a perspective view, taken from a front, top, and right sideof the engine, the CVT air intake system and the engine air intakesystem of the vehicle of FIG. 12;

FIG. 17 is a top plan view of the engine and air intake systems of FIG.16;

FIG. 18 is a perspective view, taken from a front, top and left side, ofpart of the engine air intake system of FIG. 16;

FIG. 19 is a top plan view of the engine air intake system of FIG. 18;

FIG. 20 is a left side elevation view of the engine air intake system ofFIG. 18;

FIG. 21 is a rear elevation view of the engine air intake system of FIG.18;

FIG. 22 is a front elevation view of the engine air intake system ofFIG. 18 with a base member of an engine air conduit removed for clarity;

FIG. 23 is a partially exploded view, taken from a front, top and leftside, of the engine air intake system of FIG. 18;

FIG. 24 is a partially exploded view, taken from a rear, top and rightside, of the engine air intake system of FIG. 18;

FIG. 25 is an exploded view, taken from a front, top and left side, ofthe engine air intake system of FIG. 18;

FIG. 26 is an exploded view, taken from a rear, top and right side, of atransversely-extending conduit of the engine air intake system of FIG.18;

FIG. 27 is a perspective view, taken from a front, top and right side,of the CVT and the CVT air intake system of the vehicle of FIG. 12;

FIG. 28 is a perspective view, taken from a front, top, and left side,of the CVT and the CVT air intake system;

FIG. 29 is a perspective view, taken from a front, top and right side,of the engine, the CVT air intake system and the engine air intakesystem, in which air conduits of the CVT and engine air intake systemsare in an open position and disconnected respectively;

FIG. 30 is a top plan view of the engine and CVT air intake system inwhich the CVT air conduit is in an open position;

FIG. 31 is a right side elevation view of the CVT air intake system ofFIG. 16;

FIG. 32 is a left side elevation view of the CVT air intake system ofFIG. 16;

FIG. 33 is a front elevation view of the CVT air intake system of FIG.16;

FIG. 34 is a top plan view of the CVT air intake system of FIG. 16;

FIG. 35 is a cross-sectional view of the CVT air intake system takenalong line 35-35 in FIG. 31;

FIG. 36 is a cross-sectional view of the CVT air intake system takenalong line 36-36 in FIG. 33;

FIG. 37 is a perspective view, taken from a front, top and right side,of the CVT air intake system of FIG. 16 with an outer cover thereofremoved to expose a restricting structure of the CVT air intake system;

FIG. 38 is a perspective view, taken from a front, top and right side,of the restricting structure of FIG. 37;

FIG. 39 is a perspective view, taken from a rear, top and right side, ofthe restricting structure of FIG. 37;

FIG. 40 is a front elevation view of the restricting structure of FIG.37;

FIG. 41 is a rear elevation view of the restricting structure of FIG.37;

FIG. 42 is a left side elevation view of the restricting structure ofFIG. 37;

FIG. 43 is a top plan view of the restricting structure of FIG. 37;

FIG. 44 is a perspective view, taken from a front, top and left side, ofan alternative implementation of the restricting structure of FIG. 38;

FIG. 45 is a top plan view of the restricting structure of FIG. 44;

FIG. 46 is a perspective view, taken from a front, top and left side, ofanother alternative implementation of the restricting structure of FIG.38;

FIG. 47 is a front elevation view of the restricting structure of FIG.46;

FIG. 48 is a top plan view of the restricting structure of FIG. 46;

FIG. 49 is a perspective view, taken from a front, top and left side, ofanother alternative implementation of the restricting structure of FIG.38;

FIG. 50 is a front elevation view of the restricting structure of FIG.49;

FIG. 51 is a top plan view of the restricting structure of FIG. 49;

FIG. 52A is a front elevation view of another alternative implementationof the restricting structure of FIG. 38;

FIG. 52B is a cross cross-sectional view of the restricting structure ofFIG. 52A, taken along the line 52B-52B of FIG. 52A;

FIG. 53 is a cross-sectional view of part of the CVT air intake systemin accordance with an implementation in which the CVT air intake systemincludes a collector;

FIG. 54 is a perspective view, taken from a top, front and left side, ofthe collector of FIG. 53;

FIG. 55 is a perspective view, taken from a top, rear, left side, of thecollector of FIG. 54;

FIG. 56 is a front elevation view of the collector of FIG. 54;

FIG. 57 is a left side elevation view of the collector of FIG. 54;

FIG. 58 is a top plan view of the collector of FIG. 54; and

FIG. 59 is a cross-sectional view of part of the CVT air intake systemshowing an alternative implementation of the collector.

DETAILED DESCRIPTION

The present technology is being described with respect to athree-wheeled straddle-type vehicle 10.

General Description

With reference to FIGS. 1A to 1H, a vehicle 10 has a front end 2 and arear end 4 defined consistently with the forward travel direction of thevehicle 10. The vehicle 10 has a frame 12 defining a longitudinalcenterplane 3 (FIGS. 1D to 1G).

The vehicle 10 is a three-wheeled vehicle 10 including a left frontwheel 14 mounted to the frame 12 by a left front suspension assembly 70,a right front wheel 14 mounted to the frame 12 by a right frontsuspension assembly 70, and a single rear wheel 16 mounted to the frame12 by a rear suspension assembly 80. The left and right front wheels 14and the rear wheel 16 each have a tire secured thereto. It iscontemplated that both front wheels 14 and/or the rear wheel 16 couldhave more than one tire secured thereto. The front wheels 14 aredisposed equidistant from the longitudinal centerplane 3, and the rearwheel 16 is centered with respect to the longitudinal centerplane 3. Thefront wheels 14 each rotate about a corresponding rotation axis 14 a.The rear wheel 16 rotates about a rotation axis 16 a. In the illustratedimplementation of the vehicle 10, each of the rotation axes 14 a, 16 aof the wheels 14, 16 is disposed horizontally. When the vehicle 10 isplaced on level ground and without a driver, passenger, and/or any cargoloaded thereon, the rotation axes 14 a, 16 a of the wheels 14, 16, areall contained in a common plane 15 extending generally horizontally,referred to hereinafter as a rotation plane 15 (FIGS. 1B, 1C). It iscontemplated that each of the rotation axes 14 a of the front wheels 14could be disposed at an angle with respect to the horizontal, andtherefore not disposed in the common generally horizontal plane 15. Itis contemplated that the rotation axis 16 a of the rear wheel 16 couldbe vertically higher than the axes of rotation 14 a of the front wheels14. In this case, the rotation plane 15 is defined as a planeperpendicular to the longitudinal centerplane 3 and passing through thecenters of the wheels 14, 16. A front wheel plane 18 is defined as aplane extending normal to the longitudinal centerplane 3 and beingdisposed tangentially to the rear edges of the left and right frontwheels 14 when the vehicle 10 is steered straight ahead.

In the illustrated implementation, each front suspension assembly 70 isa double A-arm type suspension, also known as a double wishbonesuspension. It is contemplated that other types of suspensions, such asa McPherson strut suspension, or swing arm could be used. Each frontsuspension assembly 70 includes an upper A-arm 72, a lower A-arm 74 anda shock absorber 76. The right front suspension assembly 70 is a mirrorimage of the left front suspension assembly 70, and as such only theleft front suspension assembly 70 will be described herein. Each A-arm72, 74 has a front member and a rear member. The laterally outer ends ofthe front and rear members are connected to each other while thelaterally inner ends of the front and rear members of each A-arm 72, 74are spaced apart from each other. The lower end of the shock absorber 76is connected to the front and rear members of the lower A-arm 74slightly laterally inward of the laterally outer ends. The laterallyinner ends of the upper and lower A-arms 72, 74 are pivotally connectedto the frame 12 as will be described below. The laterally outer ends ofthe upper and lower A-arms 72, 74 are pivotally connected to the top andbottom respectively of a spindle 78 (FIG. 2A) as can be seen best inFIGS. 1A and 2A. The spindle 78 also defines a steering arm 79 whichextends rearwardly and laterally inwardly from the top of the spindle78. The spindle 78 pivots, relative to the A-arms 72, 74, about asteering axis extending generally vertically. The front wheel 14 isconnected to a hub 71 (FIG. 2A) that is connected to the spindle 78 suchthat the hub 71 and the corresponding front wheel 14 can rotate aboutthe generally vertical steering axis. A sway bar 86 is connected to thefront members of both lower A-arms 74 to reduce motion of one of theleft and right front wheels 14 with respect to the other of the left andright front wheels 14, and to thereby reduce rolling motion of thevehicle 10.

The rear suspension assembly 80 includes a swing arm 82 and a shockabsorber 84. The swing arm 82 is pivotally mounted at a front thereof tothe frame 12. The rear wheel 16 is rotatably mounted to the rear end ofthe swing arm 82 which extends on a left side of the rear wheel 16. Theshock absorber 84 is connected between the swing arm 82 and the frame12.

The vehicle 10 is a straddle-type vehicle having a straddle seat 20mounted to the frame 12 and disposed along the longitudinal centerplane3. The straddle seat is disposed longitudinally forward of the rearwheel 16. In the illustrated implementation, the straddle seat 20 isintended to accommodate a single adult-sized rider, i.e. the driver. Itis however contemplated that the straddle seat 20 could be configured toaccommodate more than one adult-sized rider (the driver and one or morepassengers). A driver footrest 26 is disposed on either side of thevehicle 10 and vertically lower than the straddle seat 20 to support thedriver's feet. In the implementation of the vehicle 10 illustratedherein, the driver footrests 26 are in the form of foot pegs disposedlongitudinally forward of the straddle seat 20. It is also contemplatedthat the footrests 26 could be in the form of footboards. It iscontemplated that the vehicle 10 could also be provided with one or morepassenger footrests disposed rearward of the driver footrest 26 on eachside of the vehicle 10, for supporting a passenger's feet when the seat20 is configured to accommodate one or more passengers in addition tothe driver. A brake operator 28, in the form of a foot-operated brakepedal, is connected to the right driver footrest 26 for braking thevehicle 10. The brake operator 28 extends upwardly and forwardly fromthe right driver footrest 26 such that the driver can actuate the brakeoperator 28 with a front portion of the right foot while a rear portionof the right foot remains on the right driver footrest 26.

A handlebar 42, which is part of a steering assembly 40, is disposed infront of the seat 20. The handlebar 42 is used by the driver to turn thefront wheels 14 to steer the vehicle 10. A central portion of thehandlebar 42 is connected to an upper end of a steering column 44. Fromthe handlebar 42, the steering column 44 extends downwardly andleftwardly. A lower end of the steering column 44 is connected to a leftpitman arm 46 and a right pitman arm 46. A left steering rod 48 connectsthe left pitman arm 46 to the steering arm 79 of the left suspensionassembly 70 and a right steering rod 48 connects the right pitman arm 46to the steering arm 79 of the right suspension assembly 70 such thatturning the handlebar 42 turns the steering column 44 which, through thepitman arm 46 and the steering rods 48, turns the wheels 14. In theillustrated implementation of the vehicle 10, the steering assembly 40includes a power steering unit (not shown) to facilitate steering of thevehicle 10. It is contemplated that the power steering unit could beomitted.

A left hand grip is placed around the left side of the handlebar 42 nearthe left end thereof and a right hand grip is placed respectively rightsides of the handlebar 42 near the right end to facilitate gripping forturning the handlebar 42 and thereby steering the vehicle 10. In theillustrated implementation, the right hand grip is a throttle operator50, in the form of a rotatable hand grip, which can be rotated by thedriver to control power delivered by the engine 30. It is contemplatedthat the throttle operator could be in the form of a thumb-operated orfinger-operated lever and/or that the throttle operator 50 could beconnected near the right end of the handlebar 42. The handlebar 42 hasconnected thereto various controls such as an engine start-up button andan engine cut-off switch located laterally inwardly of the left andright grips.

The frame 12 supports and houses a motor 30 located forwardly of thestraddle seat 20. In the illustrated implementation of the vehicle 10,the motor 30 is in the form of an internal combustion engine. It ishowever contemplated that the motor 30 could be other than an internalcombustion engine. For example, the motor 30 could be an electric motor,a hybrid or the like. The motor 30 will be referred to hereinafter asengine 30 for convenience. In the illustrated implementation of FIG. 1,the engine 30 is an inline three-cylinder four-stroke internalcombustion engine. Another implementation of a vehicle 10′ having aninline two-cylinder four-stroke internal combustion engine will bediscussed later. It is contemplated that other types of internalcombustion engines could be used. The engine 30 has a crankshaft 31(FIGS. 5C and 5D) which rotates about a crankshaft axis 31 a (FIGS. 5Cand 5D) disposed generally longitudinally and horizontally.

The engine 30 is operatively connected to the rear wheel 16 to drive therear wheel 16. The rear wheel 16 is operatively connected to thecrankshaft 31 of the engine 30 via an engine output shaft 32 (FIGS. 5Cand 5D), a continuously variable transmission (CVT) 34, a transfer case36 and a driveshaft 38. It is contemplated that the engine 30 could beconnected to the front wheels 14 instead of, or in addition to, the rearwheel 16. The engine 30, engine output shaft 32, continuously variabletransmission (CVT) 34, transfer case 36 and driveshaft 38 form part of avehicle powertrain 100 which will be described below in further detail.As can be seen, the transfer case 36 is disposed rearward of the engine30, and the CVT 34 is disposed rearward of the transfer case 36. The CVT34 and the transfer case 36 form a transmission assembly 400 of thevehicle 10. It is contemplated that the vehicle 10 could have atransmission assembly 400 in which the CVT 34 and the transfer case 36are replaced by a discrete gear transmission.

As can be seen in FIGS. 1A to 1E, a fuel tank 60 disposed behind the CVT34 supplies fuel to the engine 30. The fuel tank 60 is disposedlongitudinally rearward of the CVT 34 and overlapping therewith in thelateral and vertical directions. The straddle seat 20 is disposed behindthe fuel tank 60. The straddle seat 20 is disposed longitudinallyrearward of the fuel tank 60 and overlapping therewith in the lateraland vertical directions. The fuel tank 60 is mounted rearward of the CVT34 and spaced therefrom. A front wall 61 of the fuel tank 60 extendsrearwardly of the CVT 34 and is formed so as to be congruous with a rearcover 156 thereof. An upper portion of the front wall 61 extendsforwardly above the CVT 34 and then upwardly above the CVT 34 to anupper wall 63 of the fuel tank 60. The upper wall 63 of the fuel tank 60extends rearwardly and generally horizontally. The fill opening 62 ofthe fuel tank 60 is formed in the upper wall 63 and disposed above theCVT 34. A filler neck 64 extends upwardly from the fill opening 62 andis covered by a cap 66. The fuel pump 68 is mounted to the upper wall 63of the fuel tank 60 rearward of the filler neck 64 and forward of a rearsurface 67 of the fuel tank 60. The straddle seat 20 is disposedrearwardly of the fuel tank 60 in contact with the rear wall 67 thereof.The rear wall 67 slopes rearwardly and downwardly from the upper wall 63thereof to the straddle seat 20, and then gently forwardly anddownwardly below the straddle seat 20.

A radiator 52 is mounted to the vehicle frame 12 and disposed in frontof the engine 30. The radiator 52 is disposed longitudinally forward ofthe engine 30 and overlapping therewith in the lateral and verticaldirections. The radiator 52 is fluidly connected to the engine 30 forcooling the engine 30. The radiator 52 is disposed longitudinallyforward of the front suspension assemblies 70, 80. The radiator 52 isdisposed between the front left and right suspension assemblies 70, 80in the lateral directions. The front left and right suspensionassemblies 70, 80 extend vertically higher than the radiator 52.

With reference to FIGS. 1A to 1C, each of the two front wheels 14 andthe rear wheel 16 is provided with a brake 90. The brakes 90 of thethree wheels 14, 16 form a brake assembly 92. Each brake 90 is adisc-type brake mounted onto a hub of the respective wheel 14 or 16.Other types of brakes are contemplated. Each brake 90 includes a rotor94 mounted onto the wheel hub and a stationary caliper 96 straddling therotor 94. The brake pads (not shown) are mounted to the caliper 96 so asto be disposed between the rotor 94 and the caliper 96 on either side ofthe rotor 45 a. The foot-operated brake operator 28 is operativelyconnected to the brakes 90 provided on each of the two front wheels 14and the rear wheel 16. It is contemplated that the brake operator 28could be in the form of a hand-operated brake lever connected to thehandlebar 42 instead of the foot-operated brake pedal as shown herein.It is contemplated that the brake assembly 92 could be connected to ahand-operated brake lever mounted to the handlebar 42 in addition to thefoot-operated brake pedal 28 mounted to the right footrest 26. The brakeoperator 28 is connected to a hydraulic cylinder (not shown) which ishydraulically connected to a hydraulic piston (not shown) of each brakecaliper 96 via brake lines (not shown). When the brake operator 28 isactuated by the driver, hydraulic pressure is applied to the hydrauliccylinder and thereby to the piston of each caliper 96, causing the brakepads to squeeze their respective rotors 94 which, through friction,brakes the wheels 14 and 16. The hydraulic cylinder is also connected toa hydraulic reservoir (not shown) which ensures that adequate pressureis maintained in the brake lines and the hydraulic cylinder. The vehicle10 also includes a vehicle stability system (not shown) operable to,inter alia, actuate each brake 90 individually in order to improvehandling and stability. The vehicle stability system includes ahydraulic pump in fluidic connection with the hydraulic cylinder andeach brake caliper 96. The vehicle stability system further includes anon-board computer that controls operation of the hydraulic pump inresponse to signals received from sensors such as a longitudinalacceleration sensor, a lateral acceleration sensor, a yaw rate sensor,an engine speed sensor or a wheel speed sensor. Examples of such avehicle stability system are described in U.S. Pat. Nos. 8,086,382,8,655,565 and 9,043,111, the entirety of which are incorporated hereinby reference.

Although not shown, the vehicle 10 includes fairings which are connectedto the frame 12 to enclose and protect the internal components of thevehicle 10 such as the engine 30. The fairings include a hood disposedat the front of the vehicle 10 between the front wheels 14, a reardeflector disposed over the rear wheel 16.

Frame

The vehicle frame 12 will now be described with reference to FIGS. 2A to3D. For simplicity, all of the individual frame members of the vehicleframe 12 have been labeled only in FIGS. 2A to 3D. In the remainingfigures, the frame 12 has been indicated generally but the specificlabels for the individual frame members have been omitted to avoidcrowding the figures.

The vehicle frame 12 includes a forward portion 200 and a rearwardportion 201. The forward portion 200 includes a U-shaped lower framemember 202 formed of a tubular brace. The U-shaped frame member 202 hasa central portion 204 (FIGS. 2A and 3C) extending generally laterallyand horizontally. A left arm 206 (FIG. 3B) of the U-shaped frame member202 extends rearwardly and laterally outwardly (leftwardly) from theleft side of the central portion 204. A right arm 206 (FIG. 3A) of theU-shaped frame member 202 extends rearwardly and laterally outwardly(rightwardly) from the right side of the central portion 204. The leftand right arms 206 of the U-shaped frame member 202 extend generallyhorizontally.

As can be seen best in FIG. 3A, a front cross-member 210 and a rearcross-member 212 extend laterally between the left and right arms 206 ofthe U-shaped frame member 202. A left end of the front cross-member 210is connected to the left arm 206 just rearwardly of the central portion204 and a right end of the front cross-member 210 is connected to theright arm 206 just rearwardly of the central portion 204. The rearcross-member 212 has a left end connected to the left arm 206 near therear end thereof and a right end connected to the right arm 206 near therear end thereof. The cross-members 210, 212 enhance rigidity of theframe 12. The cross-members 210, 212 are made of stamped metal portionsand have holes to reduce weight.

The forward portion 200 also includes an upper frame member 216extending above the lower frame member 202. The upper frame member 216has a left arm 218 and a right arm 218 connected together by centralportion 220 extending laterally and horizontally at the front end. Theleft arm 218 has a horizontal portion 222 extending rearwardly andlaterally outwardly from the left end of the central portion 220 to avertical portion 224 of the left arm 218. The vertical portion 224 ofthe left arm 218 extends downwardly and laterally inwardly to the uppersurface of left arm 206 of the lower frame member 202 near the rear endthereof. The right arm 218 has a horizontal portion 222 extendingrearwardly and laterally outwardly from the right end of the centralportion 220 to a vertical portion 224. The vertical portion 224 of theright arm 218 extends downwardly and laterally inwardly to the uppersurface of right arm 206 of the lower frame member 202 near the rear endthereof. The lower ends of the left and right vertical portions 218 arerespectively connected to the upper surfaces of the left and right arms206 by welding. The horizontal 220 and vertical portions 218 are formedfrom a single tubular brace bent to form the structure describe above.The radiator 52 is mounted to the central portions 204 and 220 as can beseen in FIG. 1A.

A plate member 226 is connected to the horizontal portion 222 andextends downwardly and rearwardly therefrom. The plate member 226 isused to mount various components of the vehicle 10 such as the powersteering unit, a battery 54 (shown schematically in FIG. 3A), a fuse box56 (shown schematically in FIG. 3A), and the like.

The forward portion 200 also includes a left front suspension mountingbracket 230 and a right front suspension mounting bracket 230. The rightfront suspension mounting bracket 230 is generally a mirror image of theleft front suspension mounting bracket 230, and as such, only the leftfront suspension mounting bracket 230 will be described herein. The leftfront suspension mounting bracket 230 includes two vertical members 232connected together by three cross-members 234 extending horizontallytherebetween. The members 232, 234 are formed by stamping metal sheets.The upper ends of the front and rear vertical members 232 are connectedto the horizontal portion of the left arm 218 of the upper frame member216. From their respective upper ends, the front and rear verticalmembers 232 each extend downwardly and laterally inwardly. The lower endof the front vertical member 232 is connected to the front cross-member210 near the left end thereof. The lower end of the rear vertical member232 is connected to the rear cross-member 212 near the left end of Oneof the cross-members 234 extends between the front and rear verticalmembers 232 just above the left arm 206 of the lower frame member 202.Bolt holes 236 are defined in each of the front and rear verticalmembers 232 near the connection with the cross-member 234 for pivotallyconnecting the lower A-arm 74 of the left front suspension 70. Boltholes 238 are defined in each of the front and rear vertical members 232near their respective upper ends for connecting the upper A-arm 72 ofthe left front suspension 70.

A left shock absorber mounting bracket 240 is connected to thehorizontal portion 222 of the left arm 218 of the upper frame member 216between the front and rear vertical members 232 for connecting the upperend of the shock absorber 76 of the left front suspension assembly 70.The left shock absorber mounting bracket 240 is connected to the upperand laterally outer surface of the horizontal portion 222. The leftshock absorber mounting bracket 240 extends upwardly and laterallyoutwardly from the horizontal portion 222. The left shock absorbermounting bracket 240 is U-shaped in cross-section with two spaced apartgenerally planar flanges extending parallel to each another and anotherplanar flange extending between the two parallel flanges. A throughholeis defined in each of the two parallel flanges. The upper end of theshock absorber 76 is pivotally connected to the shock absorber mountingbracket 240 by a bolt inserted through the throughholes and the upperend of the shock absorber 76 disposed therebetween. A right shockabsorber mounting bracket 240 is similarly connected to the horizontalportion 222 of the right arm 218 of the upper frame member 216 betweenthe front and rear vertical members 232 for connecting the upper end ofthe shock absorber 76 of the right front suspension assembly 80. Theright shock absorber mounting bracket 240 is generally a mirror image ofthe left shock absorber mounting bracket 240, and as such, will not bedescribed herein.

A front left bracket 250 is connected to the horizontal portion 222 ofthe left arm 218 of the upper frame member 216 just rearwardly of theleft shock absorber mounting bracket 240. The front left bracket 250extends laterally inwardly from the horizontal portion 222. The frontleft bracket 250 has two vertical spaced apart flanges connectedtogether at their lower ends by a horizontal plate having a centralaperture. Similarly, a front right bracket 250 is connected to thehorizontal portion of the right arm 218 of the upper frame member 216just rearwardly of the right shock absorber mounting bracket 240. Thefront right bracket 250 is generally a mirror image of the front leftbracket 250, and as such will not be described herein in detail. Thebrackets 250 are formed by stamping metal sheets. The brackets 250 areconnected to the horizontal portion 222 by welding. A front portion ofthe engine 30 is connected to the left and right brackets 250 as will bedescribed below in further detail.

The rearward portion 201 of the vehicle frame 12 includes a lower leftframe member 260 extending rearwardly from the vertical portion 224 ofthe left arm 218 of the lower frame member 202 and a lower right framemember 260 extending rearwardly from the vertical portion 224 of theright arm 218 of the lower frame member 202. The lower left frame member260 is formed of a tubular brace and extends generally horizontally. Thefront end of the lower left frame member 260 is connected to thevertical portion 224 just above the lower end thereof. From the frontend, the lower left frame member extends generally horizontally andlaterally inwardly towards a rear end portion 262. Just forward of therear end portion 262, the lower left frame member 260 curves sharplylaterally inwardly. The lower right frame member 260 is generally amirror image of the lower left frame member 260 and as such, only thelower left frame member 260 will be described herein.

The rearward portion 201 includes a generally U-shaped rear upper framemember 270 disposed above the lower left frame member 260. The rearupper frame member 270 includes a left arm 272, a right arm 272 and acentral portion 274 extending therebetween. The right arm 272 isgenerally a mirror image of the left arm 272 and as such, only the leftarm will be described herein. The front end of the left arm 272 isconnected to the vertical portion 224 of the left arm 218 of the lowerframe member 202 above the lower left frame member 260. From the frontend, left arm 272 extends generally longitudinally and laterallyinwardly toward the central portion 274. A front portion 276 of the leftarm 272 extends generally horizontally. A rear portion 278 of the leftarm 272 extends upwardly and rearwardly away from the horizontal frontportion 276 thereof. The central portion 274 extends generally laterallybetween the rear ends of the left and right arms 272. The centralportion 274 is disposed vertically higher than the central portion 220.The rear upper frame member 270 is formed of a single tubular brace bentto form the portions 272, 274 described above.

Another U-shaped rear member 266 of the rearward portion 201 isconnected to the rear portion 278 of the rear upper frame member 270.The rear member 266 is disposed below the upper frame member 270 andabove the lower left and right frame members 260. The rear member 266has a left arm 268, a right arm 268 and a central portion 269 connectingtherebetween. A front end of the left arm 268 is connected to the rearportion 278 of the upper frame member left arm 272 and a front end ofthe right arm 268 is connected to the rear portion 278 of the upperframe member right arm 272. Each of the left and right arms 268 extendrearwardly and gently upwardly from the respective front ends to thecentral portion 269. The central portion 269 is disposed longitudinallyforwardly of the rear upper frame member central portion 274. The rearmember 266 is formed of a single tubular brace bent to form the portions268, 269 described above.

A rear left bracket 252 is connected to the horizontal front portion 276of the left arm 272 of the rear upper frame member 270 just forward ofthe bend where the left arm 272 begins to extend upwardly. Similarly, arear right bracket 252 is connected to the horizontal front portion 276of the right arm 272 of the rear upper frame member 270 just forward ofthe bend where the right arm 272 begins to extend upwardly. The transfercase 36 is mounted to the rear left and right brackets 252 as will bedescribed below in further detail.

A left bracket 280 is connected between the left arm 268 of the rearmember 266 and the lower left frame member 260. A left bracket 282 isconnected between the left arm 268 of the rear member 266 and the leftarm 272 of the upper frame member 270. A left bracket 283 extendsupwardly from the left arm 272 above the left bracket 282. The vehicleframe 12 similarly includes a right bracket 280 connected between theright arm 268 of the rear member 266 and the lower right frame member260. A right bracket 282 is connected between the right arm 268 of therear member 266 and the right arm 272 of the upper frame member 270. Aright bracket 283 extends upwardly from the right arm 272 above theright bracket 282. The brackets 280, 282 enhance the rigidity of thevehicle frame 12. The left and right bracket 283 are connected to theleft and right sides respectively of the fuel tank 60 for mounting thefuel tank 60 to the vehicle frame 12 as can be seen in FIGS. 1B and 1C.A bracket 284 having a U-shaped cross-section extends downwardly fromthe central portion 274 of the rear upper frame member 270 forconnecting a front end of the rear suspension assembly 24.

The vehicle frame 12 defines an engine cradle 290. The engine cradle 290is defined by the forward frame portion 200, the front portions 276 ofthe left and right upper frame members 270 and the respective frontportions of the left and right lower frame members 260. The engine 30 isdisposed in the engine cradle 290 and mounted to the vehicle frame 12via the front left and right brackets 250 as can be seen in FIGS. 1E and1H and described below in further detail. The rear brackets 252 areconnected to the transfer case 36 as can be seen in FIGS. 1E and 1H anddescribed below in further detail.

Powertrain

The powertrain 100 now be described with reference to FIGS. 1B, 1H, and4A to 5E.

As mentioned above, the vehicle powertrain 100 is formed by the engine30, the engine output shaft 32, the CVT 34, the transfer case 36 and thedriveshaft 38 in the illustrated implementation of the vehicle 10.

The engine 30 has a crankcase 102, a cylinder block 104 disposed on andconnected to the crankcase 102, and a cylinder head assembly 106disposed on and connected to the cylinder block 104. The crankshaft 31(shown schematically in FIGS. 5C and 5D) is housed in the crankcase 102.

The cylinder block 104 defines three cylinders 108 (shown schematicallyin FIG. 5A) d, including a rear cylinder 108, a middle cylinder 108, anda front cylinder 108, defined in the cylinder block 104. Each cylinder108 defines a cylinder axis 110. A piston (not shown) is disposed insideeach cylinder 108 for reciprocal movement therein along the cylinderaxis 110. The lower end of each piston is linked by a connecting rod(not shown) to the crankshaft 31. A combustion chamber is defined in theupper portion of each cylinder 108 by the walls of the cylinder 108, thecylinder head assembly 106 and the top of the piston. Explosions causedby the combustion of an air/fuel mixture inside the combustion chamberscause the pistons to reciprocate inside the cylinders 108. Thereciprocal movement of the pistons causes the crankshaft 31 to rotate,thereby allowing power to be transmitted from the crankshaft 31 to therear wheel 16. The cylinder head assembly 106 also includes a fuelinjector (not shown) for each cylinder. The fuel injectors receive fuelfrom a fuel tank 60 via a fuel rail 116. The engine 30 receives air froman air intake system 120 which will be described in further detailbelow. A spark plug 114 is provided in the cylinder head assembly 106for each cylinder 108 ignite the air/fuel mixture in each cylinder 108.The exhaust gases resulting from the combustion of the air-fuel mixturein the combustion chamber are removed from the engine 30 and thenreleased to the atmosphere via an exhaust system 122, also describedbelow in further detail.

As can be seen in FIG. 1B, the engine 30 is mounted to the vehicle frame12 such that in a projection of the vehicle 10 onto a plane extendingvertically and longitudinally, the crankshaft rotation axis 31 a isdisposed below the rotation plane 15 defined by the wheels 14, 16.

As can be seen in FIGS. 1H and 4B to 5B, the cylinders 108 are arrangedin an inline configuration such that the cylinder axes 110 of the threecylinders 108 define a cylinder plane 112 extending generally verticallyand longitudinally. In the illustrated implementation, the rotation axis31 a of the crankshaft 31 is contained in the cylinder plane 112. It iscontemplated that the crankshaft axis 31 a could be offset from thecylinder plane 112. It is also contemplated that the engine 30 couldhave more than three cylinders 108 or fewer than three cylinders 108. Ingeneral, the cylinder plane 112 is defined as a plane containing therespective cylinder axes 110 of the cylinders 108 and either extendingparallel to the crankshaft axis 31 a or containing the crankshaft axis31 a.

In the illustrated implementation, the cylinder plane 112 is parallel tothe longitudinal centerplane 3 and laterally offset therefrom. Thecylinder plane 112 is disposed slightly to the right of the longitudinalcenterplane 3. It is contemplated that the lateral offset of thecylinder plane 112 with respect to the longitudinal centerplane 3 couldbe different from that shown herein. For example, the cylinder plane 112could be disposed on a left side of the longitudinal centerplane 3, oraligned therewith, instead of being on a right side thereof. It is alsocontemplated that the cylinders 108 could be arranged in an inlineconfiguration such that the cylinder plane 112 could be disposed at anangle with respect to the longitudinal centerplane 3.

As can be seen in FIG. 1H, the engine 30 is mounted to the vehicle frame12 such that the forwardmost cylinder 108 and a forward portion of themiddle cylinder 108 are disposed forward of the front wheel plane 18. Itis contemplated that the longitudinal position of the cylinders 108could be different from that shown herein as long as at least a portionof at least one cylinder 108 is disposed forward of the front wheelplane 18. In the illustrated implementation of the vehicle 10, thefootrests 26 and the handlebar 42 are both disposed longitudinallyrearwardly of the engine 30.

In the lateral direction, the cylinders 108 of the engine 30 areentirely disposed between the connection of the left footrest 26 to thevehicle frame 12 and the connection of the right footrest 26 to thevehicle frame 12 as can be seen in FIG. 1E. In general, the entireengine 30 is disposed between a center 27 of the left footrest 26 and acenter 27 of the right footrest 26. The cylinders 108 of the engine 30are disposed laterally between the front left and right suspensionassemblies 70 in the illustrated implementation of the vehicle 10. Ingeneral, at least a portion of at least one cylinder 108 is disposedbetween the front left and right suspension assemblies 70.

With reference to FIGS. 1H, 5C and 5D, the transfer case 36 is disposedlongitudinally rearwardly of the engine 30. The transfer case 36 isdisposed such that there is an overlap between the transfer case and theengine 30 in the lateral and vertical directions (i.e. when viewed fromthe rear or from a side). The transfer case 36 includes a transfer casehousing 140 which is mounted to the rear end of the engine 30 viaboltholes 142 of the cylinder block 104 and boltholes 144 of thecrankcase 102 as can be seen in FIGS. 5C and 5D.

With reference to FIG. 5D, the engine output shaft 32 extends rearwardlyfrom the rear end of the crankcase 102, through an engine output shafthousing 146 connected to the transfer case housing 140 to connect to theCVT 34. In the illustrated implementation, the engine output shaft 32 isconnected directly to the crankshaft 31 and serves as an extensionthereof, but it is contemplated that the engine output shaft 32 could beoperatively connected to the crankshaft 31 via one or more gears. It isalso contemplated that the engine output shaft 32 could be integrallyformed with the crankshaft 31.

With reference to FIGS. 5D and 11D to 11F, the CVT 34 includes a CVThousing 150 disposed longitudinally rearwardly of the transfer case 36.The CVT 34 is disposed such that there is an overlap between thetransfer case 36 and the CVT 34 in the lateral and vertical directions(i.e. when viewed from the rear or from a side). The CVT housing 150includes a front cover 152 and a rear cover 156. The front cover 152 ismounted to the transfer case and the rear cover 156 is removably mountedto the front cover 152. The CVT housing 150 defines a CVT chamber 154(FIGS. 11E and 11F) between the front and rear covers 152, 156. Thefront cover 152 includes a rearwardly extending rim that is bolted to aforwardly extending rim of the rear cover 156 by bolts. Two openings158, 159 (FIG. 11D) are defined in the front cover 152. The engineoutput shaft 32 extends through the lower opening 158 of the front coverof the CVT housing 150.

With reference to FIG. 5A to 5D and 11D to 11F, the CVT 34 includes aprimary pulley 160 (which may be referred to as a “drive pulley”), asecondary pulley 162 (which may be referred to as a “driven pulley”),and a belt 164 wrapped around the primary pulley 160 and the secondarypulley 162 for rotating the secondary pulley 162. The primary pulley 160is mounted to the rear end of the engine output shaft 32 extendingrearwardly from the crankcase 102 so as to rotate therewith. The engineoutput shaft 32 and the primary pulley 160 are coaxial with thecrankshaft 31 and rotate about the crankshaft rotation axis 31 a. Theprimary pulley 160 is disposed in the lower portion of the chamber 154enclosed by CVT housing 150. The secondary pulley 162 is mounted on therear end of a shaft 165 (FIG. 5C) which extends through an upper opening169 of the front cover 152. The secondary pulley 162 rotates about arotation axis 166 extending parallel to the crankshaft rotation axis 31a. The secondary pulley 162 is disposed above the primary pulley 160 inthe illustrated implementation of the vehicle 10. It is howevercontemplated that the secondary pulley 162 could be disposed in adifferent position with respect to the primary pulley 160. It iscontemplated that the secondary pulley 162 could be disposed lower thanthe primary pulley 160, for example, if the primary pulley 160 wasconnected to the engine output shaft 32 indirectly instead of directlyas shown herein. A CVT plane 168 (FIG. 5B) containing the respectiverotation axes 31 a, 166 of the primary pulley 160 and the secondarypulley 162 is disposed parallel to the longitudinal centerplane 3 and ona right side thereof. It is contemplated that the CVT plane 168 couldcoincide with the longitudinal centerplane 3 and not be laterally offsettherefrom. It is contemplated that the CVT 34 could be configured suchthat the CVT plane 168 extends generally longitudinally and verticallybut at a non-zero angle with respect to the longitudinal centerplane 3.In the illustrated implementation of the vehicle 10, the CVT plane 168coincides with the cylinder plane 112. It is however contemplated thatthe CVT plane 168 could not coincide with the cylinder plane 112. Forexample, the CVT plane 168 could be disposed at an angle with respect tothe cylinder plane 112. It is also contemplated that other types ofcontinuously variable transmission be used.

As is known, each of the pulleys 160, 162 includes a movable sheave thatcan move axially relative to a fixed sheave to modify an effectivediameter of the corresponding pulley 160, 162. The moveable sheave ofthe primary pulley 160 has centrifugal weights such that the effectivediameter of the primary pulley 160 increases with the rotational speedof the primary pulley. The effective diameters of the pulleys 160, 162are in inverse relationship. In the illustrated implementation, the CVT34 is a purely mechanical CVT 34, in which the effective diameter of theprimary pulley 160 depends on the rotational speed of the engine outputshaft 32 and the crankshaft 31. The belt 164 is made of afiber-reinforced rubber but it is contemplated that the belt 164 couldbe made of metal or other suitable material. The rear cover 156 isdisposed spaced from the fuel tank 60 so that the rear cover 156 can beeasily removed to access the components inside for maintenance andrepair.

As can be seen in FIGS. 1A to 1D, 4A, 4B and 11D to 11F, the CVT housing150 defines a rightwardly facing air inlet 380 disposed on a right sideof the CVT housing 150 and a CVT air outlet 382 disposed on a left sideof the CVT housing 150. An inner conduit 161 extends inside the CVThousing 150 from the air inlet 380 laterally towards the longitudinalcenterplane 3. The inner conduit 161 defines a CVT air inlet 378 (whichmay be referred to as a “cooling air inlet”). As can be see in FIG. 11F,the CVT air inlet 378 is disposed on a right side of the longitudinalcenterplane 3. The CVT air inlet and outlet 378, 382 are thus located onopposite lateral sides of the longitudinal centerplane 3. Air flows fromthe air inlet 380, through the inner conduit 161 and out of the CVT airinlet 378 into the CVT chamber 154. As shown in FIG. 11F, the CVT airinlet 378 is located adjacent to the primary pulley 160 such that, inuse, air flowing through the inner conduit 161 and out of the CVT airinlet 378 is directed to the primary pulley 160. Air flows out of theCVT chamber 154 via the CVT air outlet 382 which is configured to directair out of the CVT chamber 154 in a downward direction. The air inlet380 of the inner conduit 161 is covered with an air filter 384 toprevent dust and debris from entering the CVT chamber 154.

The CVT housing 150 may be configured differently in otherimplementations. For instance, FIG. 11G shows a CVT housing 150′ that isconfigured to direct air towards both the primary pulley 160 and thesecondary pulley 162. Notably, in such implementations, the innerconduit 161, which extends generally laterally inwardly and downwardlyfrom the air inlet 380 towards the primary pulley 160, defines anaperture 163 to direct air flow upwardly towards the secondary pulley162 (as illustrated by the arrows showing air flow within the CVThousing 150′). As such the inner conduit 161 defines the CVT air inlet378 (which can be referred to as a “primary CVT air inlet” in thisimplementation) for directing air to the primary pulley 160 and asecondary CVT air inlet (defined by the aperture 163) for directing airto the secondary pulley 162.

The vehicle 10 includes a CVT air intake system 124 fluidlycommunicating with the CVT air inlet 378 for providing air to the CVT34. More particularly, as shown in FIGS. 11A and 11C to 11G, the CVT airintake system 124 includes an air conduit 410 that is fluidly connectedto the CVT air inlet 378 to direct air from a front of the vehicle 10into the CVT air inlet 378. More particularly, the CVT air conduit 410is connected to the CVT housing 150 such that an air outlet 412 of theCVT air conduit 410 connects to the air inlet 380 of the inner conduit161. The inner conduit 161 of the CVT housing 150 (or 150′) is thus influid communication with the CVT air conduit 410. As shown in FIG. 11C,from the air inlet 380, the CVT air conduit 410 extends forwardly on aright side of the longitudinal centerplane 3 and the transfer casehousing 140 to a generally forwardly facing air inlet 414 through whichair enters the CVT air intake system 124. The air inlet 414 is said toface generally forwardly in that air from in front of the vehicle 10 canenter the air inlet 414 when the vehicle 10 is in motion and that aprojection of the air inlet 414 onto a plane normal to a longitudinalaxis of the vehicle 10 defines a surface area. The forwardly facingconfiguration of the air inlet 414 functions as a ram-air intake causinga static air pressure increase within the CVT air intake system 124 as aresult of the dynamic pressure created by forward motion of the vehicle.This results in higher volumetric flow and pressure to the CVT 34. Inthe illustrated implementation, the CVT air conduit 410 is formedintegrally with an engine air conduit 420 which will be described belowin further detail.

In this implementation, the inner conduit 161 is formed by the CVThousing 150. However, it is contemplated that, in alternativeimplementations, the inner conduit 161 could form part of the CVT airintake system 124. In such implementations, the inner conduit 161 isseparate from the CVT housing 150 and extends, from the CVT air conduit410, inside the CVT housing 150 laterally towards the longitudinalcenterplane 3. Moreover, the inner conduit 161 is connected to the CVThousing 150 such that the CVT air inlet 378 of the inner conduit 161opens into the CVT housing 150 adjacent to the primary pulley 160.

With reference to FIGS. 12 to 15, another member 10″ of the family ofvehicles is shown. The vehicle 10″ has many features that correspond tofeatures of the vehicle 10 above. Corresponding and similar features ofthe vehicles 10 and 10″ have been labeled with the same referencenumbers. Features of the vehicle 10″ that are different fromcorresponding features of the vehicle 10 have been labeled with the samereference number followed by an apostrophe. The vehicle 10″ will only bediscussed in detail with regard to the differences from the vehicle 10.Notably, the vehicle 10″ includes a CVT air intake system 124′ that isan alternative implementation of the CVT air intake system 124 describedabove and an engine air intake system 120′ that is an alternativeimplementation of the engine air intake system 120 described above.

As shown in FIGS. 14 to 17, 27, 28 and 31 to 34, in this implementation,the CVT air intake system 124′, which fluidly communicates with the CVTair inlet 378, includes a CVT air conduit 610 (in place of the CVT airconduit 410). The CVT air conduit 610 defines an air inlet 602 facinggenerally forwardly and through which air enters the CVT air conduit610. As discussed above with regard to the CVT air conduit 410, the airinlet 602 is said to face generally forwardly in that air from in frontof the vehicle 10 can enter the air inlet 602 when the vehicle 10 is inmotion and that a projection of the air inlet 602 onto a plane normal toa longitudinal axis of the vehicle 10 defines a surface area. Theforwardly facing configuration of the air inlet 602 functions as aram-air intake causing a static air pressure increase within the CVT airintake system 124′ as a result of the dynamic pressure created byforward motion of the vehicle. This results in higher volumetric flowand pressure to the CVT 34.

The CVT air conduit 610 includes a base member 606, an inner member 607and an outer cover 608 connected to the inner member 607. The outercover 608 defines the air inlet 602 while the base member 606 defines anair outlet 616 (FIG. 30) of the CVT air conduit 610 in fluidcommunication with the air inlet 380. The inner member 607 is disposedlaterally between the outer cover 608 and the base member 606.

The outer cover 608 extends from a front end 611 defining the air inlet602 to a rear end 613 (FIG. 31). The outer cover 608 has a convex outerside and a concave inner side facing laterally inward towards the innermember 607. The inner side of the outer cover 608 has an inner surface628. For its part, the inner member 607 extends from a front end 630(FIG. 37) to a rear end 632 (FIG. 32). The inner member 607 has an outerside and an inner side facing laterally inward towards the longitudinalcenterplane 3 of the vehicle 10. As shown in FIGS. 36 and 37, the outerside of the inner member 607 has an outer surface 634 generally facingtowards the outer cover 608.

As best seen in FIG. 37, the front end 630 of the inner member 607 hastabs 636 for interlocking with the outer cover 608. More specifically,the front end 630 of the inner member 607 is configured to be receivedin a groove (not shown) formed at the front end 611 of the outer cover608.

The base member 606 has a retaining bracket 612 (FIG. 36) for holdingthe air filter 384 in place across the air outlet 616 (and across theair inlet 380 that opens into the air outlet 616). A sealing member,more particularly an O-ring, is provided around the air inlet 380. Theretaining bracket 612 and the conduit 161 are sized and shaped such thatthey compress the O-ring when assembled, thereby ensuring the sealaround the air filter 384, although it will be appreciated that variousalternative ways of ensuring a seal around the air filter 384 areavailable.

With reference to FIG. 36, the CVT air conduit 610 has an internal wall640 forming an air passage 642 that guides air from the air inlet 602 tothe air outlet 616. The internal wall 640 has a top 644, a bottom 646, aleft side 647 and a right side 648. The internal wall 640 is formed bypart of the inner surface 628 of the outer cover 608 and part of theouter surface 634 of the inner member 607. More specifically, in thisimplementation, the top 644, bottom 646 and right side 648 of theinternal wall 640 are formed by the inner surface 628 of the outer cover608 while the left side 647 of the internal wall 640 is formed by theouter surface 634 of the inner member 607.

With reference to FIGS. 31 and 33, the outer cover 608 includes a grille620 within the air passage 642 which can prevent oversized debris fromentering the CVT air intake system 124′. The grille 620, which islocated at the air inlet 602, includes a plurality of generallyhorizontal slats 622 and a deflector 624 for removing at least some ofthe water entrained with air entering the CVT air conduit 610. Morespecifically, while entering the air inlet 602, air deflects around thedeflector 624 which causes at least some of the water entrained with theair to be separated from the air that will continue to flow toward theCVT 34. It is contemplated that, in alternative implementations, thegrille 620 could be located downstream from the air inlet 602.

The deflector 624 extends generally vertically and is connected to theCVT air conduit 610. More specifically, in this implementation, thedeflector 624 extends from the top 644 to the bottom 646 of the internalwall 640 and is made integrally with the outer cover 608 of the CVT airconduit 610. The deflector 624 has a rounded convex front surface 626facing frontwardly toward the air inlet 602 for promoting the smoothdeflection of air, and a rounded concave rear surface 627 opposite theconvex surface 626. The radii of curvature of the convex surface 626 andthe concave surface 627 are concentric such that a thickness of thedeflector 624, measured between the convex surface 626 and the concavesurface 627, is constant.

In this implementation, the deflector 624 is spaced apart from the leftand right sides 647, 648 of the internal wall 640 to allow air todeflect around both sides of the deflector 624. More specifically, aleft end 651 of the deflector 624 (which corresponds to the left end ofthe convex surface 626) is spaced apart from the left side 647 of theinternal wall 640 while a right end 653 of the deflector 624 (whichcorresponds to the right end of the convex surface 626) is spaced apartfrom the right side 648 of the internal wall 640. Moreover, in thisexample, the deflector 624 is generally laterally centered relative tothe left and right sides 647, 648 of the internal wall 640 such that theleft end 651 of the deflector 624 is closer to the left side 647 thanthe right side 648 of the internal wall 640.

It is contemplated that the deflector 624 may not be laterally centeredrelative to the left and right sides 647, 648 of the internal wall 640.For instance, it is contemplated that, in some implementations, thedeflector 624 may abut one abut one of the left and right sides 647, 648of the internal wall 640.

As shown in FIGS. 35 and 36, the CVT air intake system 124′ has arestricting structure 650 disposed within the air passage 642, betweenthe deflector 624 and the air outlet 616. As will be described ingreater detail below, the restricting structure 650 is configured torestrict passage of air and, by so doing, retain some moisture contentfrom air flowing through the air passage 642. This can be helpful toprotect the components of the CVT 34 in the CVT housing 150 from beingexposed to excessive moisture which can negatively affect performance ofthe CVT 34. It can also be helpful to protect the motor 30, as will bediscussed in further detail below.

With particular reference to FIGS. 37 to 43, the restricting structure650 has a lateral wall 652 and a peripheral wall 660 extendinglongitudinally from the lateral wall 652. The lateral wall 652 isdisposed downstream of the deflector 624 and extends laterally from theleft side 647 to the right side 648 of the internal wall 640 of the CVTair conduit 610 such that the lateral wall 652 extends substantiallyperpendicular to the direction of air flow entering the air inlet 602.In this implementation, the lateral wall 652 is straight (i.e., planar)and has a front surface 656 and a rear surface 658 opposite thereto. Thefront surface 656 generally faces the air inlet 602 while the rearsurface 658 generally faces away from the air inlet 602. The lateralwall 652 extends to the internal wall 640 of the CVT air conduit 610 inall directions such that an entire periphery 662 of the lateral wall 652is in contact with the internal wall 640 of the CVT air conduit 610. Theperiphery 662 of the lateral wall 652 thus has a shape similar to across-section of the internal wall 640 taken along a vertical planeparallel to the lateral wall 652. Nevertheless, it is contemplated that,in some implementations, only part of the periphery 662 (e.g., amajority thereof) may be in contact with the internal wall 640 of theCVT air conduit 610.

While the lateral wall 652 impedes air flow within the air passage 642,the peripheral wall 660 defines an opening 654 for allowing air to flowthrough the restricting structure 650. In this implementation, theperipheral wall 660 extends generally normal to the lateral wall 652.Notably, a front portion 661 of the peripheral wall 660 extendsforwardly of the front surface 656 while a rear portion 663 of theperipheral wall 660 extends rearwardly of the rear surface 658. As willbe discussed in more detail below, the front portion 661 of theperipheral wall 660 may prevent water droplets that collect on thelateral wall 652 from entering the opening 654. Moreover, in thisimplementation, the peripheral wall 660 is positioned such that theopening 654 is surrounded by the lateral wall 652 (i.e., the opening 654is spaced from the internal wall 640 of the CVT conduit 610 by thelateral wall 652).

It is contemplated that, in some implementations, at least one of thetop 644, the bottom 644, the left side 647 and the right side 648 of theinternal wall 640 could define part of the opening 654.

The deflector 624 is substantially laterally aligned with the opening654. For instance, as best seen in FIG. 36, the deflector 624 issubstantially laterally centered with respect to the opening 654 (i.e.,a lateral center of the opening 654 is substantially laterally alignedwith a lateral center of the opening 654). Moreover, a width W_(O) ofthe opening 654 (measured at a frontmost point thereof—i.e., closest tothe air inlet 602) is slightly smaller than a width W_(D) of thedeflector 624. For example, in this implementation, a ratio of the widthW_(O) of the opening 654 over the width W_(D) of the deflector 624 isbetween 0.8 and 1.5 inclusively. The deflector 624 therefore covers,laterally, the opening 654 which forces air to turn toward the opening654 after having been deflected by the deflector 624.

In order to provide rigidity to the restricting structure 650, aplurality of ribs 665 extend between the rear surface 658 of the lateralwall 652 and the outer surface of the rear portion 663 of the peripheralwall 660.

The restricting structure 650 has two cylindrical mounting posts 670 forconnecting the restricting structure 650 to the deflector 624. Themounting posts 670 are laterally aligned with one another and verticallyspaced apart from one another. The mounting posts 670 are positionedlaterally between the opposite lateral sides of an inner surface of theperipheral wall 660. More specifically, the mounting posts 670 arelaterally centered with respect to the opening 654. The mounting posts670 are connected to the peripheral wall 660 by connecting links 672extending from the inner surface of the peripheral 660 to the mountingposts 670. The mounting posts 670 extend forwardly, past the frontsurface 656 of the lateral wall 652 and the front of the peripheral wall660, to the rear concave surface 627 of the deflector 624. Each of themounting posts 670 defines a fastener-receiving opening 674 (e.g., athreaded opening) at its frontmost extremity for securedly receiving afastener therein. The restricting structure 650 is affixed to thedeflector 624 by inserting a fastener 675 in an opening defined in thedeflector 624 and in a corresponding one of the openings 674 of themounting posts 670.

As shown in FIG. 36, the deflector 624 is longitudinally spaced from thelateral wall 652 by the mounting posts 670.

As shown in FIGS. 38 to 43, two retaining members 655 project rearwardlyfrom opposite sides of the periphery 662 of the lateral wall 652. Asbest seen in FIG. 43, the retaining members 655 are slightly angledlaterally outwardly from perpendicular to the lateral wall 652. That is,the left retaining member 655 is angled to the left while the rightretaining member 655 is angled to the right. The retaining members 655thus act as springs, applying pressure on the internal wall 640 of theCVT air conduit 610 to retain the restricting structure 650 onto theinternal wall 640.

The restricting structure 650 has a plurality of surface-increasingfeatures 680 provided on the front surface 656 of the lateral wall 652.The surface-increasing features 680 increase a surface area of thelateral wall 652 on a side thereof facing the air inlet 602. As will bedescribed in greater detail below, this may be helpful to remove somemoisture entrained with air flowing into the air passage 642.

In this implementation, the surface-increasing features 680 areprojections that project forwardly from the front surface 656 of thelateral wall 652. The projections provide surfaces that would otherwisebe unavailable if no such surface-increasing features were provided onthe lateral wall 652. To that end, each of the surface-increasingfeatures 680 has a length L_(S) of at least 1 mm measured from the frontsurface 656 in a direction normal to the front surface 656 (i.e.,longitudinally in this implementation). In other words, an extremity 681of each of the surface-increasing features 680 is offset from the planeon which the front surface 656 extends. For instance, in thisimplementation, the length L_(S) of each of the surface-increasingfeatures is 1.5 mm. In some implementations, the length L_(S) of each ofthe surface-increasing features 680 may be between 1 mm and 20 mminclusively. In some implementations, the length L_(S) of each of thesurface-increasing features 680 may be between 2 mm and 10 mminclusively.

The surface-increasing features 680 may cover a substantial portion ofthe front surface 656 of the lateral wall 652. For instance, thesurface-increasing features 680 may cover at least 30% of the frontsurface 656. In this implementation, the surface-increase features 680cover approximately 50% of the front surface 656. In someimplementations, the surface-increasing features 680 may cover between30% and 80% of the front surface 656.

The surface-increasing features 680 can be implemented in various ways,as will be discussed below.

With particular reference to FIGS. 38 and 40, in this implementation,the surface-increasing features 680 are hemispherical projections HPthat project forwardly from the front surface 656 towards the air inlet602. In this implementation, the hemispherical projections HP have adiameter greater than 1 mm. More specifically, the diameter of thehemispherical projections HP is approximately 3 mm. In some cases, thediameter of the hemispherical projections HP may be between 2 mm and 5mm inclusively, in some cases between 2 to 10 mm inclusively, and insome cases between 1 mm and 15 mm inclusively. The hemisphericalprojections HP are arranged in a uniform pattern across a majority ofthe front surface 656. That is, the hemispherical projections HP areuniformly distanced from one another along the majority of the frontsurface 656. For example, in this implementation, a center-to-centerdistance between adjacent ones of the hemispherical projections HP isapproximately 5 mm.

It is contemplated that the hemispherical projections HP could havedifferent sizes (e.g., varying diameters). Furthermore, it iscontemplated that the hemispherical projections HP could be arranged ina non-uniform pattern across the front surface 656.

In another example of implementation shown in FIGS. 44 and 45, thesurface-increasing features 680 are generally conical projections CP.Each of the conical projections CP is configured such that, along atleast part of the length L_(S) thereof, a cross-sectional area of theconical projection CP (taken along a plane parallel to the front surface656) decreases in the forward direction (i.e., toward the air inlet602). As best seen in FIG. 45, in this implementation, the extremity ofeach of the conical projections CP is generally rounded (e.g.,hemispherical). In this implementation, the length L_(S) of the conicalprojections CP is approximately 15 mm. Moreover, the conical projectionsCP are arranged in a uniform pattern across a majority of the frontsurface 656. That is, the conical projections CP are uniformly distancedfrom one another along the majority of the front surface 656. Forexample, in this implementation, a center-to-center distance betweenadjacent ones of the conical projections CP is approximately 5 mm.

Furthermore, as can be seen in FIG. 45, in this alternativeimplementation, the periphery 662 of the lateral wall 652 defines achannel 667 along an entire extent thereof. The channel 667 isconfigured to accommodate a sealing member such as a gasket to preventthe passage of air between the periphery 662 and the internal wall 640of the CVT air conduit 610. Moreover, in this implementation, theretaining members 655 are omitted.

In another example of implementation shown in FIGS. 46 to 48, thesurface-increasing features 680 are projections that form ridges RGextending generally vertically across the front surface 656 of thelateral wall 652. In this alternative implementation, the ridges RG havea generally sinusoidal shape (i.e., a wave-like shape). The ridges RGare laterally spaced apart from one another such that laterally-adjacentones of the ridges RG define a channel 677 therebetween. Moreover, asbest seen in FIG. 48, the length of the ridges RG is variable. Morespecifically, in this implementation, laterally-adjacent ones of theridges RG have different lengths, with some of the ridges RG having afirst length L_(S1) and the other ridges having a second length L_(S2).The first length L_(S1) is greater than the second length L_(S2). Forinstance, the length L_(S1) may be between 5 mm and 20 mm inclusivelywhile the length L_(S2) may be between 1 mm and 15 mm inclusively.

It is contemplated that the ridges RG may have any suitable shape inother implementations. For example, the ridges RG could have a crenateshape, a crenellated shape or a scalloped shape amongst others.

In a variant of the implementation of FIGS. 46 to 48, as shown in FIGS.49 to 51, the ridges RG may be discontinuous. More specifically, each ofthe ridges RG is formed by a plurality of the surface-increasingfeatures 680 that are spaced apart from one another. Thesurface-increasing features 680 are aligned with one another to form thewave-like shape of the ridges RG.

It is contemplated that, in some implementations, the shapes of thesurface-increasing features 680 could be varied. For example, thesurface-increasing features 680 could include some hemisphericalprojections HP and some generally conical projections CP.

With reference to FIGS. 52A and 52B, in an alternative implementation,the surface-increasing features 680 are recesses RC extending from thefront surface 656 into the lateral wall 652. In such an implementation,as shown in FIG. 52B, the length L_(S) of each of the surface-increasingfeatures 680 corresponds to a depth of the recesses RC measured from thefront surface 656 in the direction normal to the front surface 656. Therecesses RC provide surfaces that would be otherwise unavailable if nosuch surface-increasing features 680 were provided on the lateral wall652.

As mentioned above, the presence of the restricting structure 650 withinthe air passage 642 can help reduce a quantity of moisture in the airthat flows to the air outlet 616 and thus into the CVT housing 150. Moreparticularly, with reference to FIG. 36, as indicated by the arrowsdepicted therein, during use of the CVT air intake system 124′, airfirst flows into the air inlet 602 of the CVT air conduit 610 to enterthe air passage 642. Air then flows past the deflector 624 whichdeflects the air laterally away from the opening 654 and on eitherlateral side of the deflector 624. Some content of moisture can beprecipitated from the air flow at this stage and sticks to the deflector624. Moreover, at this stage, the speed of the air flow increases sinceair flow is being confined to a smaller section between the lateral ends651, 653 of the deflector 624 and the internal wall 640. Then, the airflows laterally inward toward the opening 654 (i.e., the air flow onopposite lateral sides of the deflector 624 converges) since therestricting structure 650 restricts the air flow to the opening 564.Since water droplets entrained in the air flow are heavier than the aircarrying them, at least some water droplets are propelled toward thelateral wall 652 as the air flow changes direction to flow laterallyinwardly toward the opening 654. The water molecules thus impact thelateral wall 652. Due to the additional surface area provided by thesurface-increasing features 680 (e.g., surfaces of the projections orrecesses), water is more easily retained on the lateral wall 652 viasurface tension. Moreover, since the surface-increasing projections 680have surfaces that are angled relative to the lateral wall 652, when thewater droplets hit the surface-increasing features 680, the waterdroplets are deflected laterally rather than forwardly which reduces arisk of the droplets to be sucked into the opening 654 and thus maketheir way to the air outlet 616. The water droplets collected on thelateral wall 652 then drip down to the bottom 646 of the internal wall640, where a plurality of drainage holes 685 (FIG. 37) are provided fordraining the collected water from the air passage 642. In thisimplementation, two of the drainage holes 685 are defined by the innermember 607 between the air inlet 602 and the lateral wall 652. Two otherdrainage holes 685 are defined by the inner member 607 between thelateral wall 652 and the air outlet 616.

Air thus flows into the opening 654 after having shed some moisturetherefrom on the lateral wall 652. Finally, air flows into the airoutlet 616 to exit the CVT air conduit 610.

While the restricting structure 650 has been described above as being apart of the CVT air intake system 124′, it is contemplated that, in someimplementations, the engine air intake system 120′ could also include asimilar restricting structure and deflector. For instance, this may behelpful to reduce moisture reaching the combustion chambers of theengine 30 which can negatively affect the combustion process therein.

In some embodiments, as shown in FIG. 53, the CVT air intake system 124′also has a collector 710 connected to the deflector 624 and positionedto collect at least some moisture from air flowing past the deflector624. In this implementation, the collector 710 is fastened to thedeflector 624. However, as will be described in more detail below it iscontemplated that the collector 710 could be made integrally with thedeflector 624 in other implementations.

The collector 710 has an intermediate body portion 712 and two channelportions 714 extending laterally from the left and right sides of theintermediate body portion 712. The intermediate body portion 712 isfastened to the deflector 624. To that end, the intermediate bodyportion 712 includes two mounting posts 725 extending rearwardly from arear surface of the intermediate body portion 712. An opening 728extends from a front surface 716 of the intermediate body portion 716through a respective one of the mounting posts 725. In order to fastenthe collector 710 to the deflector 624, fasteners are inserted throughrespective openings in the deflector 624 and through respective ones ofthe openings 728 where the fasteners are securedly received (e.g., via athread).

In implementations where the CVT air intake system 124′ includes boththe collector 710 and the restricting structure 650, the fasteners passthrough respective ones of the openings 728 (e.g., through-holes) andengage respective ones of the openings 674 of the mounting posts 670.

When the collector 710 is fastened to the deflector 624, the frontsurface 716 of the intermediate body portion 712 is in contact with theconcave rear surface 627 of the deflector 624. To that end, the frontsurface 716 of the intermediate body portion 712 is a curved convexsurface having a radius of curvature similar to that of the concave rearsurface 627 of the deflector 624. Due to its positioning, in thisimplementation, at least part of the collector 710 is disposedlongitudinally between the deflector 624 and the air outlet 616. The airfilter 384 is disposed between the collector 710 and the air outlet 616.

Each channel portion 714 includes a lateral section 718 and a projectingsection 720 projecting forwardly from the lateral section 718. Together,the lateral section 718 and the projecting section 720 of each channelportion 714 define a channel 722 extending generally vertically suchthat the intermediate body portion 712 extends laterally between thechannels 722.

The channels 722 will now be described herein in greater detail. As bothchannels 722 are mirror images of each other in this implementation,only the right channel 722 will be described in detail herein. It is tobe understood that the left channel 722 is configured similarly to theright channel 722.

The right channel 722 is defined by a collection surface 724 of thelateral section 718 and a limiting surface 726 of the projecting section720. The collection surface 724 generally faces the air inlet 602 and isdisposed such that part thereof extends laterally from the right end 653of the deflector 624 towards the right side 648 of the internal wall640. A width W_(C) (FIG. 58) of the collection surface 724 is relativelysmall. For instance, a ratio W_(C)/W_(F) of the width W_(C) of thecollection surface 724 over the width W_(F) (FIG. 53) of the convexfront surface 626 is between 0.1 and 0.5. In this example, the ratioW_(C)/W_(F) is approximately 0.2. The ratio W_(C)/W_(F) may have anyother suitable value in other implementations.

For its part, the limiting surface 726 extends from the collectionsurface 724 towards the air inlet 602 and is disposed such that thecollection surface 724 is at least partially laterally between thelimiting surface 726 and the right end 653 of the deflector 624. Part ofeach of the projecting sections 720 is disposed forwardly from the leftand right ends 651, 653 of the deflector 624.

In this implementation, the collection surface 724 and the limitingsurface 726 are both planar. Moreover, the limiting surface 726 issubstantially perpendicular (i.e., between 75° and 105°) to thecollection surface 724. It is contemplated that any one, or both, of thecollection surface 724 and the limiting surface 726 could be shapeddifferently (e.g., curved) in alternative implementations. Moreover, inthis implementation, the collector 710, including the channel portions714 thereof, extends along the entire height of the deflector 624. Assuch, the collecting surface 724 extends from the top 644 to the bottom646 of the deflector 624 which may enable the channel 722 to collectmoisture along the entire height of the deflector 624.

As previously mentioned, in use, as air flows into the CVT air conduit610 via the air inlet 602 and flows past the deflector 624, at leastsome water entrained with the air flow sticks to the convex surface 626of the deflector 624. The water droplets on the convex surface 626 areforced towards the left and right ends 651, 653 of the deflector 624 bythe air flow. Due to their position adjacent the ends 651, 653 of thedeflector 624, the channels 722 of the collector 710 catch at least someof the water droplets therein, thus preventing the water droplets frombeing entrained further into the air passage 642 (e.g., to reach the airoutlet 616). The collected water droplets then trickle down thecollecting surface 724 and/or the limiting surface 726 of the channels722 to reach the bottom 646 of the internal wall 640. The water dropletsare then evacuated from the air passage 642 via the drainage holes 685(FIG. 37).

As such, it will be understood that the channels 722 of the collector710 act like gutters for water flowing from the left and right ends 651,653 of the deflector 624.

As mentioned above, in some implementations, the collector 710 could bemade integrally with the deflector 624. For instance, as shown in FIG.59, in such an implementation, the channel portions 714 of the collector710 are linked to one another by the deflector 624 and extend laterallyoutwardly from either lateral end 651, 653 of the deflector 624. Assuch, the deflector 624 may function as the intermediate body portion712 in such implementations.

While the collector 710 has been described above as part of the CVT airintake system 124′, it is contemplated that, in some implementations,the engine air intake system 120′ could also include a similarcollector. For instance, as discussed above with respect to therestricting structure, this may be helpful to reduce moisture reachingthe combustion chambers of the engine 30 which can negatively affect thecombustion process therein.

As shown in FIGS. 29 and 30, the CVT air conduit 610 is openable toaccess one or more engine components. More particularly, in thisimplementation, part of the CVT air conduit 610 is pivotable between aclosed position and an open position to provide access to an oildipstick 615 and a funnel 617. More specifically, the outer cover 608and the inner member 607 are pivotable relative to the base member 606.The oil dipstick 615 is used for determining the level of oil in an oiltank 360 of a lubrication system of the engine 30 as will be describedin more detail below. The funnel 617 is used for filling the fuel tank60 with fuel (e.g., from a fuel can) and, when stored, is held by a clipto an outer side of the CVT housing 150. The funnel 617 is selectivelyremovable from the clip. In addition, in the open position of the CVTair conduit 610, the air filter 384 can be visually inspected. Theretaining bracket 612 holds the air filter 384 in place across the airinlet 380 and, in the open position of the CVT air conduit 610, can beremoved (e.g., by unscrewing the retaining bracket 612) in order toreplace the air filter 384. As discussed above, an O-ring is providedaround the air inlet 380. The retaining bracket 612 and the innerconduit 161 are sized and shaped such that they compress the O-ring whenassembled, thereby ensuring the seal around the air filter 384, althoughit will be appreciated that various alternative ways of ensuring a sealaround the air filter 384 are available.

The outer cover 608 and the inner member 607 of the CVT air conduit 610are pivotable about a hinge 614 (FIG. 30) relative to the base member606. As such, part of the CVT air conduit 610 can pivot relative to theair inlet 380 of the CVT housing 150 (or 150′). In this implementation,the hinge 614 is established between the base member 606 and the innermember 607. As the outer cover 608 and the inner member 607 are pivotedabout the hinge 614, from the closed position to the open position, anair outlet 625 (FIG. 30) of the inner member 607 pivots away from theair outlet 616 and the air inlet 380. In this implementation, in orderto move the CVT air conduit 610 from its closed position to its openposition, a quarter-turn fastener 618 (FIG. 29) provided on an outerside of the CVT air conduit 610 is disengaged from the base member 606to unlock the inner member 607 from the base member 606. The CVT airconduit 610 can then be pivoted back to its closed position and thequarter-turn fastener 618 engaged with the base member 606 in order tolock the inner member 607 to the base member 606. The CVT air conduit610 is thus pivoted between its open and closed positions toollessly(i.e., without using any tools).

The outer cover 608 and inner member 607 may be entirely removable fromthe base member 606 in other implementations. Moreover, in otherimplementations, other engine components (i.e., components associatedwith the engine 30 and the vehicle 10″) may be accessible when the CVTair conduit 610 is in the open position. For example, any of a battery,a coolant reservoir, an oil filter, spark plugs, injectors, fuses and adiagnostic connector may be accessible in other implementations bymoving the CVT air conduit 610 to the open position.

In this implementation, the CVT air conduit 610 is formed separatelyfrom the engine air conduit 420.

With reference now to FIG. 5E, the transfer case 36 includes an inputsprocket 170, an output sprocket 172, and a chain 174 enclosed by thetransfer case housing 140. The output sprocket 172 is operativelyconnected to the input sprocket 170 by the chain 174. It is alsocontemplated that the output sprocket 172 could be driven by the inputsprocket 170 via a belt or a gear train. The input sprocket 170 isdisposed coaxially with the secondary pulley 162 and forwardly thereof.The input sprocket 170 is mounted to the front end of the shaft 165(FIG. 5C) so as to be driven by the secondary pulley 162. The outputsprocket 172 is disposed vertically below the input sprocket 170 andlaterally offset toward the left side thereof. As can be seen in FIGS.5A and 5C, the transfer case housing 140 includes a front cover 176 thatis bolted to the engine 30 and a rear cover 178 that is bolted to thefront cover 152 of the CVT housing 150. The rear cover 178 has aforwardly extending rim that is bolted to a rearwardly extending rim ofthe front cover 176. The rear cover 178 defines an upper opening 184(FIG. 5C) for receiving the shaft 165 and a lower opening 182 (FIGS. 5Band 5C) for receiving a front end of the driveshaft 38.

The output sprocket 172 selectively engages the driveshaft 38 via thegear selection assembly 180 (shown schematically in FIG. 5E) forrotating the driveshaft 38 and thereby the rear wheel 16. The gearselection assembly 180 is disposed inside the transfer case housing 140in the illustrated implementation of the vehicle 10. It is howevercontemplated that the gear selection assembly 180 could be disposedoutside the transfer case housing 140.

The front end of the driveshaft 38 is enclosed by the transfer casehousing 140 and is splined to enable the gear selection assembly 180 toengage the driveshaft 38 for rotating the driveshaft 38. The driveshaft38 extends longitudinally and rearwardly out of the opening 182 (FIGS.5B and 5C) in the transfer case housing 140 towards the rear wheel 16.

Still referring to FIG. 5E, the gear selection assembly 180 causesselective engagement of the driveshaft 38 with the output sprocket 172based on a gear selection operator (not shown). In the illustratedimplementation of the vehicle 10, the gear selection operator is in theform of a paddle disposed near the left hand grip of the handlebar 42.The gear selection operator allows selection of one a forward gear,reverse gear and a neutral gear. It is contemplated that the gearselection operator could be in the form of a knob, a switch, one or morebuttons, and the like. When the forward gear is selected, the outputsprocket 172 engages the driveshaft 38 so as to rotate the driveshaft 38in the same rotational direction as the output sprocket 172. When thereverse gear is selected, the output sprocket 172 engages the driveshaft38 via an idler gear (not shown) so as to rotate the driveshaft 38 inthe opposite direction as the output sprocket 172. When the neutral gearis selected, the output sprocket 172 is disengaged from the driveshaft38. The gear selection assembly 180 therefore comprises a combination ofgears, slidable sleeves, and the like for causing selective engagementof the driveshaft 38 by the output sprocket 172.

Referring now to FIGS. 4A and 4B, the driveshaft 38 extendslongitudinally on a left side of the longitudinal centerplane 3. Therear end of the driveshaft 38 is connected via a universal joint 186 toa pinion 188. The pinion 188 engages a bevel gear 190 fixed to the hubof the rear wheel 16. It is contemplated that the universal joint 186could be enclosed inside a flexible boot to prevent entry of dirt anddebris into the joint. The universal joint 186 allows the rear end ofthe driveshaft 38 to drive the rear wheel 16 without inhibiting motionof the rear wheel 16 about the rear suspension assembly 80 as thevehicle 10 moves over uneven terrain. It is contemplated that theuniversal joint 186 could be connected to the front end of thedriveshaft 38 instead of the rear end thereof. The pinion 188 transmitsrotation of the driveshaft 38 about a generally longitudinal axis 38 ato the rear wheel 16 which rotates about a generally lateral axis 16 a.

With reference to FIG. 1B, the driveshaft 38 is disposed verticallyhigher than the footrests 26 when the vehicle 10 is placed on levelground with no driver, passengers, or cargo. With reference to FIG. 4A,a central rotational axis 38 a of the driveshaft 38 is disposedvertically higher than a central rotational axis 31 a of the engineoutput shaft 32 when the vehicle 10 is placed on level ground with nodriver, passengers, and/or cargo.

It is contemplated that the driveshaft 38 could be omitted and theoutput sprocket 172 of the transfer case 36 could be connected to therear wheel 16 via a chain or belt instead of the driveshaft 38.

In the illustrated implementation, the CVT 34, the transfer case 36 andthe gear selection assembly 180 form a transmission assembly 400 of thevehicle 10. It is contemplated that the gear selection assembly 180could be omitted from the vehicle 10. It is also contemplated that thevehicle 10 could have a transmission assembly 400 in which the CVT 34,the transfer case 36 and the gear selection assembly 180 are replaced bya discrete gear transmission.

Mounting of the Powertrain to the Vehicle Frame

The mounting of the powertrain 100 to the vehicle frame 12 will now bedescribed with reference to FIGS. 1H, 4A, 4B and 10A.

As can be seen in FIG. 1H, a front portion of the engine 30 is mountedto the front left and right engine mounting brackets 250 of the vehicleframe 12 by a front left mounting assembly 300 and a front rightmounting assembly 300 respectively.

As can be seen in FIG. 4C, three left boltholes 130 are defined in theengine 30 in a front left portion of the crankcase 102 for connection tothe left bracket 250 and three right boltholes 130 are defined in afront right portion of the crankcase 102 for connection to the rightbracket 250.

With reference to FIG. 10A, the front left mounting assembly 300comprises a bracket 302, a vibration damping element 304, three enginebolts 306 and a frame bolt 308. The bracket 302 has a horizontallyextending flange with a central bolthole and a vertical flange (notshown) having three boltholes corresponding to the left boltholes 130 ofthe engine 30. The bracket 302 is made of metal or other suitablematerial. The vibration damping element 304 is in the form of a ringmade of rubber. It is however contemplated that the vibration dampingelement 304 could be made of other suitable material. The vibrationdamping element is commonly referred to as a “motor mount”.

The vibration damping element 304 is sandwiched between the enginemounting bracket 250 and the bracket 302 in order to isolate the engine30 from the vehicle frame 12. The frame bolt 308 connects the vibrationdamping element 304 to the bracket 302 and the vibration damping element304 is connected to the front left bracket 250 of the vehicle frame 12by other bolts (not shown).

The engine 30 is disposed in the engine cradle 290 such that the leftboltholes 130 are aligned with corresponding boltholes of the verticalflange of the bracket 302. The engine bolts 306 are inserted through thealigned boltholes of the bracket 302 and the left boltholes 130 of theengine 30 to secure the engine 30 to the vehicle frame 12.

The front right mounting assembly 300 comprises a bracket 302, avibration damping element 304, three engine bolts 306 and a frame bolt308 similar to the corresponding components of the front left mountingassembly 300. The front right mounting assembly 300 secures the engine30 to the front right bracket 250 of the vehicle frame 12 in the samemanner as described above for the front left assembly 300. As such, thefront right mounting assembly 300 will not be described herein indetail.

It is contemplated that configuration of the left boltholes 130 on theleft side of the crankcase 102 and/or the right boltholes 130 on theright side of the crankcase 102 could be different from that shownherein. It is also contemplated that the front portion of the engine 30could be mounted to the vehicle frame 12 by a single bracket 250disposed laterally centrally and a single mounting assembly 300including a single vibration damping element 304 rather than the pair ofleft and right brackets 250 and the corresponding pair of left and rightmounting assemblies 300 as shown herein.

With reference to FIGS. 1H, 4A and 4B, the left side of the transfercase housing 140 is connected to the rear left bracket 252 of thevehicle frame 12 using a bracket 312 and a vibration damping element 314similar to the vibration damping element 304 described above. Thevibration damping element 314 is disposed on the rear left bracket 252.The bracket 312 and the vibration damping element 314 form a rear leftmounting assembly 311 which are secured to the rear left bracket 252 inthe same manner as described above for the front left and rightassemblies 300.

The right side of the transfer case housing 140 is connected to the rearright bracket 252 of the vehicle frame via a bracket 312 and a vibrationdamping element 314 of a rear right mounting assembly 311 similarly asdescribed above for the left side of the transfer case housing 140, andas such will not be described again herein in detail.

In the illustrated implementation of the vehicle 10, the components ofthe powertrain 100, i.e., the engine 30, the CVT 34 and the transfercase 36, are all secured to the vehicle frame 12 via the four mountingpoints provided by the brackets 250, 252. It is contemplated that theCVT housing 150 and/or a rear portion of the engine 30 could be securedto the vehicle frame 12 instead of the transfer case housing 140. It isalso contemplated that the rear portion of the engine 30 and/or the CVThousing 150 could be connected to the vehicle frame 12 in addition tothe transfer case housing 140.

Air Intake System for Engine

The air intake system 120 connected to the engine 30 will now bedescribed with reference to FIGS. 1A to 1C, and 11A to 11D.

As can be seen in FIG. 1C, the air intake system 120 includes an engineair intake conduit 320, a throttle body 322, and an airbox (also knownas a plenum) 324. The engine air intake conduit 320 receives air from anair inlet 326 disposed on a left side of the cylinder block 104. Anengine air filter 328 is disposed over the air inlet 326 to prevent dustand debris from entering the engine 30. The engine air intake conduit320 extends upwardly and then rightwardly between the engine 30 and theCVT 34. On the right side of the engine 30, the engine air intakeconduit 320 connects to a rear end of a cylindrical throttle body 322located on the right side of the longitudinal centerplane 3. A throttlevalve (not shown) disposed inside the throttle body 322 regulates theflow of air through the throttle body to the cylinders 108 of the engine30. The throttle valve is operatively connected to a throttle actuator330 in the form of an electric motor which is configured to control aposition of the throttle valve based on a position of the throttleoperator 112. The throttle actuator 330 controls the position of thethrottle valve based in part on the position of the throttle operator50. The front end of the throttle body 322 is connected via a conduit323 to an inlet in the rear end of the airbox 324. As can be seen, theairbox 324 is disposed on the right side of the cylinder block 104. Anair intake port (not shown) is defined in the right side of eachcylinder 108. The airbox 324 has three outlets (not shown), each ofwhich connects to the air intake ports of a corresponding cylinder 108.The air intake ports of the cylinders 108 define an engine air inlet 315of the engine 30 (schematically illustrated at FIG. 17). When the engine30 is operating, air flows consecutively through the air inlet 326, theengine air intake conduit 320, the throttle body 322, the conduit 323,and the airbox 324 to the cylinders 108 of the engine 30. Air thus flowsfrom a left side of the longitudinal centerplane 3 to a right side ofthe longitudinal centerplane 3 as the engine air inlet 315 (defined bythe air intake ports of the cylinders 108) is located on the right sideof the longitudinal centerplane 3.

As can be seen, the air inlet 326 is facing leftwardly. In someimplementations, as shown in FIGS. 11A to 11D, the air inlet 326 isconnected to an engine air conduit 420 to direct air from a front of thevehicle 10 into the air inlet 326. The engine air conduit 420 isconnected to the engine air intake conduit 320 such that an air outlet422 of the engine air conduit 420 connects to the air inlet 326. Fromthe air inlet 326, the engine air conduit 420 extends forwardly on aleft side of the engine block 102 to a generally forwardly facing airinlet 424 through which air enters the air intake system 120.

As mentioned above, in the illustrated implementation, the engine airconduit 420 is formed integrally with the CVT air conduit 410. It ishowever contemplated that the engine air conduit 420 could be formedseparately from the CVT air conduit 410.

Returning now to FIGS. 12 to 15, in the vehicle 10″, air from a front ofthe vehicle 10″ is directed into the engine air intake system 120′. Inthis implementation, the air intake system 120′, which fluidlycommunicates with the engine air inlet 315, includes an engine airconduit 504 (which replaces the engine air conduit 420), a conduit 505(which replaces the engine air intake conduit 320), as well as thethrottle body 322, the conduit 323 and the airbox 324 discussed above.The air intake system 120′ has an air inlet 502 defined by the engineair conduit 504. It is contemplated that a separate component connectedto the engine air conduit 504 could define the air inlet 502 in otherimplementations. As shown in FIG. 14, the engine air conduit 504 extendsrearwardly from the air inlet 502 (i.e., the air conduit 504 extends ina direction having a longitudinal rearward component).

As can be seen, the air inlet 502 faces generally forwardly. The airinlet 502 is said to face generally forwardly in that air from in frontof the vehicle 10″ can enter the air inlet 502 when the vehicle 10″ isin motion and that a projection of the air inlet 502 onto a plane normalto a longitudinal axis of the vehicle 10″ defines a surface area. Theforwardly facing configuration of the air inlet 502 functions as aram-air intake causing a static air pressure increase within the airintake system 120′ as a result of the dynamic pressure created byforward motion of the vehicle. This results in higher volumetric flowand pressure to the engine 30.

As shown in FIG. 17, the air inlet 502 is located on the left side ofthe longitudinal centerplane 3 and partly on the left side of the engine30. The air inlet 502 of the engine air intake system 120′ and the airinlet 602 of the CVT air intake system 124 are thus disposed on oppositelateral sides of the longitudinal centerplane 3 and partly on oppositelateral sides of the engine 30.

With reference to FIGS. 18 to 21, the engine air conduit 504 includes abase member 506 and an outer cover 508 that is connected to the basemember 506. FIG. 22 shows the outer cover 508 with the base member 506removed to expose the engine air filter 328. The outer cover 508 definesthe air inlet 502 while the base member 506 defines an air outlet 511 ofthe engine air conduit 504.

The outer cover 508 extends from a front end 507 defining the air inlet502 to a rear end 509. The outer cover 508 has a convex outer side and aconcave inner side facing laterally inward towards the base member 506.The outer cover 508 includes a grille 510 at the air inlet 502 toprevent oversized debris from entering the engine air intake system120′. The grille 510 includes a plurality of generally horizontal slats537 and a deflector 512 for removing at least some of the waterentrained with air entering the engine air conduit 504. Morespecifically, while entering the air inlet 502, air deflects around thedeflector 512. This deflecting causes at least some of the waterentrained with the air to be separated from the air that will continueto flow toward the engine 30. As shown in FIGS. 22 and 23, in thisimplementation, the deflector 512 extends generally vertically and has arounded surface 514 facing frontwardly for promoting the smoothdeflection of air. The deflector 512 is spaced apart from the lateralwalls defining the air inlet 502 to allow air to deflect around bothsides of the deflector 512.

As mentioned above, in some implementations, the engine air intakesystem 120′ could include a collector such as the collector 710described above. For instance, such a collector could be connected tothe deflector 512 or made integrally with the deflector 512.

The base member 506 extends from a front end 513 to a rear end 515. Thefront end 513 of the base member 506 has tabs 516 for interlocking withthe outer cover 508. More specifically, the front end 513 of the basemember 506 is configured to be received in a groove 518 formed at thefront end 507 of the outer cover 508 (FIG. 24). The tabs 516 areinterlocked with projections (not shown) formed within the groove 518via openings 527 provided on the tabs 516. In addition, as shown inFIGS. 24 and 25, the base member 506 has a clip base 592 adjacent therear end 515 for receiving a clip 594 (partially shown in FIG. 24)protruding from an inner side of the outer cover 508. The clip 594latches onto the clip base 592 for retaining a rear portion of the outercover 508 to the base member 506. The air outlet 511 defined by the basemember 506 is shaped to match a shape of the engine air filter 328.Notably, in this implementation, the air outlet 511 is generallyrectangular. An engagement member 517 is provided at the air outlet 511to engage the conduit 505 as will be described in more detail below.

The base member 506 is removably connected to the conduit 505 viafasteners 539 (FIGS. 21, 29). In this implementation, the fasteners 539are clips that are attached to a bottom edge of the base member 506. Aswill be discussed in more detail below, by detaching the clips 539 fromthe conduit 505, the base member 506 can be removed from engagement withthe conduit 505.

As shown in FIGS. 23 and 24, the engine air conduit 504 also includes aninner conduit 520 enclosed between the base member 506 and the outercover 508. The inner conduit 520 fluidly communicates the air inlet 502to the air outlet 511. The inner conduit 520 defines an air inlet 522for receiving air therein and an air outlet 519 adjacent the air outlet511 of the base member 506. The inner conduit 520 has an innerperipheral edge 521 that is supported by the base member 506. Morespecifically, an outer surface 523 of the base member 506, facing theinner conduit 520, has a projecting edge 525 (FIG. 25). The projectingedge 525 is shaped and dimensioned to be received within a channel 524at the inner peripheral edge 521 of the inner conduit 520 (FIG. 24). Asealing member (e.g. a gasket, such as an O-ring) may be provided at theinner peripheral edge 521 to ensure an air-tight seal between the innerconduit 520 and the base member 506.

In use, the outer cover 508 is secured to the inner conduit 520 viafasteners 526 (FIG. 20). Notably, with particular reference to FIG. 24,in this implementation, the fasteners 526 are bolts that traverseopenings 528 at a lower portion of the outer cover 508 to engagethreaded apertures 530 at a lower portion of the base member 506.

Furthermore, in this implementation, the engine air conduit 504 includesa Helmholtz resonator 532 for attenuating sounds of a given band offrequencies. The Helmholtz resonator 532 is located on an outer side ofthe inner conduit 520. Notably, in this implementation, the resonator532 includes a chamber 534 defined in part by a pocket 536 provided onthe outer side of the inner conduit 520. The resonator 532 also includesa resonator cover 538 that is attached to the inner conduit 520 to coverthe pocket 536 and thus defines the chamber 534 between the pocket 536and an inner surface 531 of the resonator cover 538. The resonator cover538 is disposed between the inner conduit 520 and the outer cover 508.An opening 535 defined in the pocket 536 of the inner conduit 520fluidly communicates the air inlet 502 with the chamber 534. The chamber534 has a specified volume that determines the band of frequencies thatis attenuated by the Helmholtz resonator 532. In this implementation, aperiphery 540 of the resonator cover 538 includes a projecting edge 542(FIG. 24) that is received within a channel 544 (FIG. 23) surroundingthe pocket 536. The resonator cover 538 is secured in place by aninterlocking fit between the projecting edge 542 and the channel 544. Insome cases, the resonator cover 538 may be secured in place merely bybeing abutted by the outer cover 508. In yet other cases, an adhesivemay also secure the resonator cover 538 to the inner conduit 520.

The conduit 505 extends generally transversely and fluidly communicatesthe engine air conduit 504 to the engine air inlet 315. As shown inFIGS. 16 and 17, the conduit 505 is located in front of the CVT 34,above the transfer case 36 and extends laterally across the longitudinalcenterplane 3 from the left side to the right side of the longitudinalcenterplane 3.

As shown in FIGS. 25 and 26, the conduit 505 includes a base member 550and an outer cover 552 that is connectable to the base member 550. Theouter cover 552 is fastened to the transfer case 36 via fasteners 590(FIG. 22). Moreover, the outer cover 552 is fastened to the front cover152 of the CVT housing 150 via a clip 594 (FIGS. 20, 21). The frontcover 152 of the CVT housing 150 has a clip-receiving member (not shown)for receiving and latching onto the clip 594 and thus the outer cover552. The outer cover 552 defines the air inlet 554 while a tubularpassageway 558 (described in more detail below) defines an air outlet556 of the conduit 505. The air inlet 554 and the base member 506combine to support the engine air filter 328 such that the engine airfilter 328 covers the air inlet 554 when installed. In particular, inthis implementation, the air inlet 554 is generally rectangular to matcha rectangular shape of the engine air filter 328. Moreover, a peripheryof the air inlet 554 is smaller than a periphery of the engine airfilter 328 to prevent the engine air filter 328 from entering the airinlet 554. A retaining protrusion 546 located at the top of the airinlet 554 is configured for engaging the engagement member 517 of thebase member 506 when the base member 506 is attached to the conduit 505.More specifically, an underside of the engagement member 517 has arecess for receiving the retaining protrusion 546 therein. A sealingmember (not shown), more particularly an O-ring, is provided around theair inlet 554. The outer cover 552 and the base member 506 are sized andshaped such that they compress the O-ring when assembled, therebyensuring the seal around the engine air filter 328, although it will beappreciated that various alternative ways of ensuring a seal around thefilter 328 are available.

In use, the engine air conduit 504 covers the engine air filter 328.However, as shown in FIGS. 29 and 30, the engine air conduit 504 isopenable to access the engine air filter 328. More specifically, theengine air conduit 504 is selectively removable for providing access tothe engine air filter 328. Notably, as shown in FIG. 21, the engine airconduit 504 can be detached by unfastening the clips 539 from a bottomedge of the outer cover 552 adjacent the air inlet 554. This permitsaccess to the engine air filter 328 in order to visually inspect itscondition and, if necessary, clean or replace it. The engine air conduit504 is thus toollessly removable. In other implementations, the engineair conduit 504 may be pivotable between closed and open positionssimilarly to the CVT air conduit 610 discussed above. In addition, insome implementations, removing the engine air conduit 504 (or moving theengine air conduit 504 to its open position) may provide access to otherengine components (e.g., a battery, a coolant reservoir, an oil filter,spark plugs, injectors, fuses or a diagnostic connector may beaccessible).

As will be described in more detail below, the conduit 505 also includesa Helmholtz resonator 568 for attenuating sounds of a given band offrequencies, different from those attenuated by the Helmholtz resonator532 described above. The Helmholtz resonator 568 includes a chamber 570formed between a resonator cover 574 and the base member 550 and thetubular passageway 558 (FIG. 25). The resonator cover 574 is enclosedbetween the base member 550 and the outer cover 552. A volume is definedbetween the base member 550 and the outer cover 552 outside of theresonator cover 574. This volume can decrease the amount of noiseemitted by the engine 30.

Returning to FIGS. 25 and 26, a tubular passageway 558 is connected tothe base member 550 such that, when the conduit 505 is assembled, partof the tubular passageway 558 is enclosed between the base member 550and the outer cover 552. The tubular passageway 558 is connected to anouter side of the base member 550 (e.g., via fasteners) and is fluidlyconnected to the air inlet 554. That is, air flows from the air inlet554 into the volume defined between the base member 550 and the outercover 552 outside of the resonator cover 574, into an inlet 575 of thetubular passageway 558, through the tubular passageway 558 and outthrough the air outlet 556 (which is the outlet of the tubularpassageway 558). In this implementation, the tubular passageway 558extends laterally and upwardly from the inlet 575 to the outlet 556. Aperipheral edge 560 of the base member 550 includes a protrusion 562extending continuously along a length of the peripheral edge 560. Achannel 566 of an inwardly-facing peripheral edge 564 of the outer cover552 is configured to receive the protrusion 562 therein. Morespecifically, an interlocking fit between the protrusion 562 and thechannel 566 connects the outer cover 552 to the base member 550.Fasteners (e.g., bolts) may also be provided to additionally retain theouter cover 552 with the base member 550. Moreover, a sealing member(e.g., a gasket, such as an O-ring) may be provided at theinwardly-facing peripheral edge 564 to ensure an air-tight seal betweenthe base member 550 and the outer cover 552.

The chamber 570 is defined in part by an outer surface 572 of the basemember 550 and an inner surface 576 of the resonator cover 574. Anopening 578 defined in the tubular passageway 558, fluidly communicatesthe air inlet 554 with the chamber 570. The chamber 570 has a specifiedvolume that determines the band of frequencies that is attenuated by theHelmholtz resonator 568. Thus, in this implementation, the engine airintake system 120′ includes a Helmholtz resonator upstream (theresonator 532) and downstream (the resonator 568) of the engine airfilter 328.

The resonator cover 574 is secured to the base member 550 in a similarmanner to the outer cover 552. Notably, the base member 550 includes aninterior edge 580 surrounding the part of the outer surface 572 thatdefines the chamber 570. The interior edge 580 includes a protrusion 582that extends continuously along a length of the interior edge 580. Achannel 584 of a peripheral edge 586 of the resonator cover 574 isconfigured to receive the protrusion 582 therein. An interlocking fitbetween the protrusion 582 and the channel 584 connects the resonatorcover 574 to the base member 550. Fasteners (e.g., bolts) may also beprovided to additionally retain the resonator cover 574 with the basemember 550. Moreover, a sealing member (e.g., a gasket, such as anO-ring) may be provided at the peripheral edge 586 to ensure anair-tight seal between the resonator cover 574 and the base member 550.

An air outlet of the conduit 505 includes an elbow 325 that is connectedto the throttle body 322 which fluidly communicates the conduit 505 tothe engine air inlet 315. More specifically, as described above, one endof the throttle body 322 (opposite the end connected to the elbow 325)is connected via the conduit 323 to the airbox 324. In turn, the airbox324 fluidly communicates the throttle body 322 to the engine air inlet315 of the engine 30 as described above. It is contemplated that theairbox 324 could be omitted from the engine air intake system 120′ inother implementations. In such implementations, the throttle body 322could be connected to the engine air inlet 315 via a manifold.

As shown in FIGS. 16 and 17, in this implementation, the outer cover 508of the engine air conduit 504 is generally symmetrical to the outercover 608 of the CVT air conduit 610 about the longitudinal centerplane3. Notably, the air inlet 502 and the air inlet 602 are laterally andvertically symmetrical about the longitudinal centerplane 3. Withadditional reference to FIGS. 13 to 15, in this implementation, both theair inlets 502, 602 are located forwardly of the straddle seat 20 aswell as forwardly of the handlebar 42. Moreover, the air inlets 502, 602are positioned forwardly of the footrests 26 and vertically higher thanthe footrests 26. The air inlets 502, 602 are however positionedrearwardly of the front suspension assemblies 70. Moreover, as shown inFIG. 17, the engine 30 is disposed in part laterally between the engineair conduit 504 and the CVT air conduit 610.

The positioning of the engine air conduit 504 and the CVT air conduit610 also cover a part of the engine 30. Notably, with reference to FIGS.12 to 14, the engine air conduit 504 and the CVT air conduit 610 concealupper and opposite lateral parts of the engine 30 from view. The vehicle10″ also includes panels for concealing other parts of the engine 30 andother components of the vehicle 10 as well as providing a more appealingaesthetic look of the vehicle 10″. For instance, the vehicle 10″ has afront panel 702 for concealing a front part of the engine 30, and enginepanels 704, 706 for concealing a top part of the engine 30. The vehicle10″ also has lateral panels 708 on opposite lateral sides of the vehicle10″ for concealing a lower part of the engine 30. Other panels may alsobe provided for concealing other internal components of the vehicle 10″.

In addition, the positioning of the engine air conduit 504 and the CVTair conduit 610 does not interfere with other components or driverergonomics and does not reduce visibility or significantly raise thevehicle's center of gravity.

Exhaust System for Engine

The exhaust system 122 connected to the engine 30 will now be describedwith reference to FIGS. 1B and 4A.

Each cylinder 108 has an exhaust port 340 defined in the left sidethereof. The exhaust system 122 includes an exhaust manifold 342 havingthree conduits 344. Each conduit 344 is connected to the exhaust port340 of a corresponding cylinder and extends leftwardly and downwardlytherefrom. The exhaust manifold 342 connects the exhaust ports 340 to anexhaust conduit 346 extending longitudinally and rearwardly from theexhaust manifold 342 to a muffler 350 disposed under the seat 20. In theillustrated implementation, the muffler 350 is laterally centered withrespect to the longitudinal centerplane 3. The muffler 350 is alignedwith the seat 20 in the lateral and longitudinal directions. Thus, thereis an overlap between the seat 20 and the muffler 350 when viewed from atop or bottom. It is however contemplated that muffler 350 could not bealigned with the seat 20 in the lateral and/or longitudinal directions.It is contemplated that the muffler 350 could not be laterally centeredwith respect to the longitudinal centerplane 3. In the illustratedimplementation of the vehicle 10, the driveshaft 38 is disposedvertically higher than the muffler 350 when the vehicle 10 is placed onlevel ground without any driver, passenger, and/or cargo.

The engine 30 is also connected to other systems and components whichaid in the functioning of the engine 30.

As best seen in FIGS. 4C and 5D, the front end of the crankcase 102 hasbolted thereto a magneto cover 372 for covering a magneto (not shown).The magneto (not shown) is connected to the front end of the crankshaft31. As is known, the magneto produces electrical power while the engine30 is running to power some of the engine systems (for example, theignition and fuel injection systems) and vehicle systems (for example,lights and display gauges).

As best seen in FIGS. 5A and 5C, a starter motor 374 is disposed on aleft side of the crankcase 102 and disposed below exhaust ports 340 ofthe cylinders 108. The exhaust manifold 342 extends downwardly on a leftside of the starter motor 374. As is known, the starter motor 374 is anelectrical motor operatively connected to the crankshaft 31 in order toinitiate rotation of the crankshaft 31 and to thereby start operation ofthe engine 30.

With reference to FIG. 4C to 5D, the engine 30 has a lubrication systemwhich includes an oil tank 360 connected to the engine 30 on the rightside of the engine 30 below the airbox 324. The oil tank 360 is shapedsuch that it follows the contour of the cylinder block 104 and thecrankcase 102. In the illustrated implementation of the engine 30, theoil tank 360 is defined by a cover bolted to the right side of thecylinder block 104. An oil filler neck 362, through which oil is pouredto fill the oil tank 360, extends upwardly from the oil tank 360 inorder to be easily accessible from above the engine 30. An oil cap 364is used to selectively close the upper opening of the oil filler neck362. The oil dipstick 615 (FIG. 27) extends from the oil cap 364 and canbe used to determine the level of oil in the oil tank 360. As best seenin FIGS. 4C, 5A and 5D, an oil cooler 366 is connected to the front endof the cylinder block 104 just above the left side of the magneto cover372. An oil filter housing 368 is also provided at the front end of thecylinder block 104 on the left side of the oil cooler 366. As the namesuggests, the oil filter housing 368 houses the oil filter (not shown).The oil filter housing 368 has a removable cap provided at the topthereof to allow for easy access to the oil filter for maintenance andreplacement thereof.

The oil in the lubrication system is cooled by a water cooling systemincluding a water pump 370 located at the front end of the cylinderblock 104 on a right side of the oil cooler 366.

Other details regarding the engine 30 can be found in United StatesPatent Application Publication No. 2009/0007878, published on Jan. 8,2009, and European Patent Application Publication No. 2348201 A1,published on Jul. 27, 2011, the entirety of which are incorporatedherein by reference.

The configuration of the vehicle 10 provides a center of gravitypositioned at a low and longitudinally forward position compared toother straddle-seat vehicles. The generally vertically oriented inlineconfiguration of the engine 30, the generally vertically oriented CVT34, the generally vertically oriented transfer case 36, and theirlongitudinal arrangement allows the vehicle 10 to have a slim profile inthe lateral direction. The slim lateral direction profile allows thedriver to ride in a foot-forward stance. The narrow lateral directionprofile and the lower center of gravity of the vehicle 10 also provideare also dynamically advantageous for three-wheeled straddle-seatvehicles.

Family of Vehicles

The above described vehicle 10 is a member of a family of vehicles.

With reference to FIGS. 6A to 9B, another member 10′ of the family ofvehicles will now be described.

The vehicle 10′ has many features that correspond to features of thevehicle 10 above. Corresponding and similar features of the vehicles 10and 10′ have been labeled with the same reference numbers and will notbe described again herein in detail. Features of the vehicle 10′ thatare different from corresponding features of the vehicle 10 describedabove have been labeled with the same reference number followed by anapostrophe. The vehicle 10′ will only be discussed in detail with regardto the differences from the vehicle 10.

The vehicle 10 and 10′ have the same vehicle frames 12, wheels 14, 16,suspension assemblies 70, 80 and steering assembly 40.

A powertrain 100′ of the vehicle 10′ includes an engine 30′ which issimilar to the engine 30 except that the engine 30′ has one cylinder 108fewer than the engine 30. The engine 30′ is an inline two cylinderengine 30′, including a front cylinder 108 and a rear cylinder 108,instead of the inline three cylinder engine 30 of the vehicle 10. Theengine 30′ is mounted to the vehicle frame 12 such that the rearcylinder 108 of the engine 30′ is in the same location as the rearmostcylinder 108 of the engine 30 in the vehicle 10, and the front cylinder108 of the engine 30′ is in the same location as the middle cylinder 108in the vehicle 10. In the illustrated implementation, the cylinder axis110 of the rear cylinder 108 of the engine 30′ is in the samelongitudinal position as the cylinder axis 110 of the rearmost cylinder108 of the engine 30 in the vehicle 10, and the cylinder axis 110 of thefront cylinder 108 of the engine 30′ is in the same longitudinalposition as the middle cylinder 108 in the vehicle 10. A forward portionof the front cylinder 108 of the engine 30′ extends forward of the frontwheel plane 18 as can be seen best in FIG. 7B.

It is contemplated that the engine 30′ could be mounted to the vehicleframe 12 such that the front cylinder 108 of the engine 30′ is in thesame location as the front cylinder 108 of the engine 30 in the vehicle10, and the rear cylinder 108 of the engine 30′ is in the same locationas the middle cylinder 108 in the vehicle 10. In the illustratedimplementation, the cylinder axis 110 of the front cylinder 108 of theengine 30′ is in the same longitudinal position as the cylinder axis 110of the front cylinder 108 of the engine 30 in the vehicle 10, and thecylinder axis 110 of the rear cylinder 108 of the engine 30′ is in thesame longitudinal position as the middle cylinder 108 in the vehicle 10.

It is also contemplated that the engine 30′ could have one cylinder 108instead of two cylinders 108 as shown herein.

The vehicle 10′ has a transfer case 36′ that is different from thetransfer case 36 of the vehicle 10. The transfer case housing 140 is thesame in the respective transfer cases, 36 and 36′, in both of thevehicles 10 and 10′. The transfer case housing 140 is mounted to thevehicle frame 12 in the same manner in both vehicles 10 and 10′. In thevehicle 10′ however, the gear ratio defined by the input sprocket (notshown) and the output sprocket (not shown) of the transfer case 36′ isdifferent than the gear ratio defined by the input sprocket 170 andoutput sprocket 172 of the transfer case 36 in the vehicle 10. Thus, oneor both of the input and output sprockets of the transfer case 36′ couldbe different from the corresponding sprocket 170, 172 in the transfercase 36.

In the illustrated implementation of the vehicle 10′, the exhaustmanifold 342′ is different from the exhaust manifold 342 connected tothe engine 30. The exhaust manifold 342′ has two conduits 344corresponding to the two cylinders 108 of the engine 30′.

Similarly, the fuel rail (not shown) of the vehicle 10′ is configuredfor connecting to two cylinders 108 rather than three cylinders 108 andis thus different from the fuel rail 216 of the vehicle 10.

In the illustrated implementation of the vehicle 10′, the airbox 324 isidentical to the airbox 324 of the engine 30 in the vehicle 10. In thevehicle 10′ however, the forwardmost outlets of the airbox 324 isplugged while in the vehicle 10, the forwardmost outlet of the airbox324 is connected to the third cylinder 108 of the engine 30. Using thesame airbox 324 for both engines 30, 30′ allows for a reduction in thenumber of different types of parts that need to be manufactured andstocked for the assembly of the vehicle 10, 10′, thereby ultimatelyleading to an increase in efficiency and cost savings of assembly and/ormanufacture. It is however contemplated that a different airbox could beused in the vehicle 10′ than in the vehicle 10. The vehicle 10′ couldhave an airbox having two outlets corresponding to the two cylinders ofthe engine 30′ instead of the airbox 324 with three outlets used for thethree-cylinder engine 30 of the vehicle 10.

Since the engine 30′ is smaller than the engine 30, the oil tank 360which is formed integrally with the engine 30′ is smaller than the oiltank 360 formed integrally with the engine 30. The starter motor 374′ ofthe vehicle 10′ is also less powerful than the starter motor 374 in thevehicle 10. In the illustrated implementation of the vehicle 10 and 10′,some of the components connected to the engine 30′ are however identicalto the corresponding components connected to the engine 30. For example,the magneto, the water pump 370, the oil cooler 366, and oil filterhousing 368 are identical in the vehicles 10 and 10′. It is alsocontemplated that any of the magneto, the water pump 370, the oil cooler366, and oil filter housing 368 used in the vehicle 10′ could bedifferent from the corresponding component used in the vehicle 10.

Components connected to the front of the engine 30′ such as the magneto,the water pump 370, the oil cooler 366, and oil filter housing 368 aredisposed in the same relative location with respect to the frontcylinder 108 of the engine 30′ as with the respect to forwardmostcylinder 108 of the engine 30. The respective locations of thesecomponents with respect to the vehicle frame 12 is thus different in thevehicle 10′ compared to the vehicle 10. Relative to the vehicle frame12, the position of each of these components, has been displacedlongitudinally rearwardly in the vehicle 10′ compared with theircorresponding position in the vehicle 10′ as can be seen in FIGS. 6A to8B.

Since, in the illustrated implementation, the front of the engine 30′ isdisposed longitudinally rearwardly with respect to the engine mountingbrackets 250, the engine 30′ is mounted to the engine mounting brackets250 using spacers 310 in addition to the brackets 302 of the mountingassembly 300 as can be seen best in FIG. 7B. A right spacer 310 hasthroughholes (not shown) corresponding to the right boltholes (not shownfor the engine 30′ but identical to the right boltholes 130 of theengine 30) of the engine 30′ and the vertical flange of the bracket 302of the right mounting assembly 300. As can be seen in FIG. 7B, enginebolts 306 are inserted through the vertical flange of the bracket 302,and through the right spacer 310 into the right boltholes disposed inthe front of the engine 30′ to connect the engine 30′ to the vehicleframe 12.

Since the engine cradle 290 is dimensioned to house the larger engine30, the engine cradle 290 (FIGS. 7A and 7B) has a space 440 in front ofthe engine 30′ when the engine 30′ is mounted in the engine cradle 290.

A left spacer 310, similar to the right spacer 310, has throughholescorresponding to the left boltholes (not shown for the engine 30′ butidentical to the left boltholes 130 of the engine 30) of the engine 30′and the vertical flange of the bracket 302 of the left mounting assembly300. The left spacer 310 is used to connect the left side of the frontof the engine 30′ to the vehicle frame similarly as the right spacer 310described above.

It is contemplated that the front of the engine 30′ could be disposed inthe same longitudinal position with respect to the engine mountingbrackets 250 as the front of the engine 30′. In this case, it iscontemplated that a spacer could be used to mount the transfer casehousing 140 to each bracket 252. It is also contemplated that the CVThousing 150 and/or a rear portion of the engine 30′ could be secured tothe vehicle frame 12 instead of, or in addition to, the transfer casehousing 140.

It is contemplated that the family of vehicles could have more than twomembers. All of the members of the family of vehicles are assembledusing the same vehicle frame 12. In general, at least one member of thefamily of vehicles is assembled using a corresponding engine that isdifferent from the engine used to assemble at least one other member ofthe family of vehicles. Thus the family of vehicles includes at least afirst member (vehicle 10) with a first engine 30 and a second member(vehicle 10′) with a second engine 30′. The engines 30, 30′ of the firstand second member have a different number of cylinders 108, but eachengine 30, 30′ is arranged in the corresponding vehicle 10, 10′ in aninline configuration with the cylinder plane 112 extending generallyvertically and longitudinally.

In general, individual components of the powertrain 100, 100′ of eachvehicle 10, 10′ of the family of vehicles could be different from thecorresponding components of the powertrain 100, 100′ of another member10, 10′ of the family of vehicles. However, in each member 10, 10′ ofthe family of vehicles, the components of the powertrain 100, 100′ arearranged in the same configuration relative to other components of thepowertrain 100, 100′. Thus, in each member 10, 10′ of the family ofvehicles, the engine 30, 30′ is disposed longitudinally forward of theseat 20 and the transmission assembly 400 is disposed longitudinallyrearward of the engine 30, 30′ and longitudinally forward of the seat20.

The manufacture and assembly of a family of vehicles including aplurality of members 10, 10′ is made more efficient by using componentsthat are common to more than one member 10, 10′ of the family ofvehicles. As will be understood, the use of common components also leadsto a reduction in the numbers of parts that need to be manufacturedwhich could result in a reduction in manufacturing costs.

Modifications and improvements to the above-described implementations ofthe present vehicle may become apparent to those skilled in the art. Theforegoing description is intended to be exemplary rather than limiting.The scope of the present technology is therefore intended to be limitedsolely by the scope of the appended claims.

What is claimed is:
 1. An air intake system for a vehicle, comprising: aconduit comprising an internal wall forming an air passage, the conduitdefining a conduit inlet for receiving air into the air passage and aconduit outlet for discharging air from the air passage; a deflectorconnected to the conduit and disposed within the air passage; and arestricting structure disposed within the air passage between thedeflector and the conduit outlet, the restricting structure defining atleast in part an opening substantially laterally aligned with thedeflector, the restricting structure comprising: a lateral wall disposeddownstream of the deflector and extending within the air passage, thelateral wall having: a front surface generally facing the conduit inlet;and a plurality of surface-increasing features provided on the frontsurface, each of the surface-increasing features having a length of atleast 1 mm measured from the front surface in a direction normal to thefront surface.
 2. The air intake system of claim 1, wherein the lateralwall extends substantially perpendicular to the direction of air flowentering the conduit inlet.
 3. The air intake system of claim 1,wherein: the surface-increasing features are recesses extending from thefront surface into the lateral wall; and the length of each of thesurface-increasing features corresponding to a depth of each of therecesses measured from the front surface in the direction normal to thefront surface.
 4. The air intake system of claim 1, wherein thesurface-increasing features are projections extending from the frontsurface.
 5. The air intake system of claim 4, wherein the projectionsare arranged in a uniform pattern.
 6. The air intake system of claim 4,wherein at least 30% of the front surface is covered by the projections.7. The air intake system of claim 4, wherein at least some of theprojections have a hemispherical shape.
 8. The air intake system ofclaim 7, wherein the at least some of the projections have a diameterbetween 2 mm and 10 mm inclusively.
 9. The air intake system of claim 4,wherein at least some of the projections are generally conical.
 10. Theair intake system of claim 4, wherein at least some of the projectionsform ridges extending generally vertically.
 11. The air intake system ofclaim 10, wherein the ridges have a generally sinusoidal shape.
 12. Theair intake system of claim 1, wherein the length of each of thesurface-increasing features is between 1 mm and 20 mm inclusively. 13.The air intake system of claim 12, wherein the length of each of thesurface-increasing features is between 2 mm and 10 mm inclusively. 14.The air intake system of claim 1, wherein a ratio of a width of theopening over a width of the deflector is between 0.8 and 1.5inclusively.
 15. The air intake system of claim 1, wherein: therestricting structure further comprises a peripheral wall defining theopening, the peripheral wall extending generally normal to the lateralwall; and the peripheral wall extends forwardly of the front surface ofthe lateral wall.
 16. The air intake system of claim 15, wherein theperipheral wall extends rearwardly of the lateral wall.
 17. The airintake system of claim 1, wherein, during use of the air intake system,at least some air flowing sequentially: into the conduit inlet; past thedeflector to be deflected laterally away from the opening; laterallyinward toward the opening downstream of the deflector; into the opening;and into the conduit outlet.
 18. The air intake system of claim 1,further comprising a filter disposed between the restricting structureand the conduit outlet.
 19. A vehicle, comprising: a frame; a pluralityof ground-engaging members; a steering assembly operatively connected toat least one ground-engaging member of the plurality of ground-engagingmembers for steering the vehicle; at least one of: an internalcombustion engine supported by the frame, the engine defining an engineair inlet for receiving air therein; and a continuously variabletransmission (CVT) operatively connecting the engine to at least one ofthe plurality of ground-engaging members, the CVT defining a CVT airinlet for receiving air therein; an air intake system fluidlycommunicating with the at least one of: (i) the engine air inlet forproviding air to the engine, or (ii) the CVT air inlet for providing airto the CVT, the air intake system comprising: a conduit comprising aninternal wall forming an air passage, the conduit defining a conduitinlet for receiving air into the air passage and a conduit outlet fordischarging air from the air passage; a deflector connected to theconduit and disposed within the air passage; and a restricting structuredisposed within the air passage between the deflector and the conduitoutlet, the restricting structure defining at least in part an openingsubstantially laterally aligned with the deflector, the restrictingstructure comprising: a lateral wall disposed downstream of thedeflector and extending within the air passage, the lateral wall having:a front surface generally facing the conduit inlet; and a plurality ofsurface-increasing features provided on the front surface, each of thesurface-increasing features having a length of at least 1 mm measuredfrom the front surface in a direction normal to the front surface. 20.The vehicle of claim 19, wherein the conduit inlet faces generallyforwardly.